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November  5,  1921 


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Electric    Railway    Journal 


November  5,  1921 


Remember  1919-1920 


Now  is  the  time  to  order  Renewal  Parts  for  Winter  Use 


Manufacturers  are  undermanned  and  may, 
therefore,  not  be  able  to  respond  to  the 
peak  demands  of  a  severe  winter. 

Safeguard  the  quaHty  of  your  service  by 


Westinghouse  Electric  &  Manufacturing  Co. 
East  Pittsburgh,  Pa. 


replenishing    stock     and     replacing     worn 
parts  immediately. 

A  reasonable  stock  of  .Westinghouse 
Renewal  Parts  in  your  storeroom  is  the 
best  assurance  of  reliable  service. 


Westinghouse 


Vol.  58,  No.  19 


New  York,  November  5,  1921 


Pages  807-848 


Electric  Railway 
Journal 


Henry  W.  Blake  and  Harold  V.  Bozell,  Editors 


Henry  H.  Nobris,  Managing-Editor 


Contents 

Results  of  Tests  for  Measurement  of  Earth  Currents 

Important  and  present  status  of  earth  currents.  Burton  McCollum,  electrical 
engineer  of  the  U.  S.  Bureau  of  Standards,  declares  that  a  new  instrument  and 
a  new  method  allow  more  accurate  determination  of  currents  causing  electrol- 
ysis in  underground  structures Page  809 

Railway  Situation  in  Berlin 

Large  reduction  in  operating  expense  made  necessary  by  the  present  conditions 
have  been  effected  by  the  consolidation  of  the  various  street  and  suburban  lines 
in  Greater  Berlin  and  by  improving  traffic  conditions.  Eugene  Eichel  analyzes 
the  German  situation Page  814 

The[Superpower  Survey  Shows  Advantages  of  the  System 

The  report  of  W.  S.  Murray  and  others  for  the  Geological  Survey  outlines  the 
savings  possible  by  co-ordinating  and  supplementing  existing  utilities.  The 
report  recommends  electrification  of  19,000  miles  of  trunk  lines  in  zone  and 
shows  resulting  economies Page  818 


Editorials    807 

Valtellina  Railway  Is  Extended 816 

Improving  Accident  Records 823 

Australian  Railway  Rail 825 

Single-Phase  Expre.ss  Locomotives  for  the 
Swiss  Federal  Railways 825 

Direct  Current  for  England 826 

Edinburgh    Corporation    Tramways    Begin 
Overhead  Construction 827 

Letters  to  the  Editor 827 

Equipment  and  Its  Maintenance 828 


Railway  Topics  Discussed  by  A.  S.  M.  I. 


830 


Status    of    Electric    Railway,    Light   and 
Power   Securities 831 

Subways  for  City  Transportation 833 

Mr.  McGraw  Discusses  Business  Revival 835 

American  Association  News 836 

News  of  the  Electric  Railways 837 

Financial  and  Corporate 841 

Traffic  and  Transportation 843 

Personal  Mention 846 

Manufactures  and  the  Markets 847 


McGRAW-HILL  COMPANY,  INC.,  Tenth  Ave.  at  36th  St.,  NEW  YORK 


JAMES     H.     MoGRAW,     President 
ARTHUR  J.  BALDWIN.  Vice-President 
J.   MALCOLM    MUIR.    Vice-President 
EDWARD  D.  CONKLIN.   Vice-President 
JAMES  H.  MoGRAW.  JR..  Secy,  and  Treasvirer 


Cable  Address  "Machinist.  N.  Y.' 
Publishers  also  of 


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CHICAGO.    1570  Old  Colony  Building 
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LONDON,  E.  C  fi  Bouverie  St. 
BUENOS  AIRES.  Florida  587 


Klectrleal   World  American  Machinist 

Kngin«>erine    and    Mininj;   Journal 

Klectrioul  Merchandising 

Journal  of  Klectricity  and  Western  Industry 

Chemical   and    Metallurgical    Engineering 

Engineering  News-Record 

Ingenieria   Internacional 

Power  .fMBf..  Coal  Age 


Member  Audit   Bureau  of  Circulations. 
Member  Associated  Business  Papers.  Inc. 


The  annual  subscription  rate  ia  $4.  Extra  zone 
po.5tage  west  of  the  Mississippi,  and  in  Alaska, 
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Change  of  Address — When  change  of  address  is 
ordered  the  new  and  the  old  address  must  be  given. 
Notice  must  be  received  at  least  ten  days  before 
the  change   takes  place. 

Copyright,   1931.  by  McGraw-Hill  Company.  Inc. 
Published    weekly.      Entered   as   second-class  mat- 
ter,  June   33,    1908,    at   the   Post   Office,    at  New 
York,   tinder  the  Act  of  March   3.   1879. 

Circulation  of  this  issue,  6,000 


Advertising  Index — Alphabetical,  54;  Classified,  50,  52;  Searchlight  Section,  48,  49 


Electric    Railway    Journal 


November  5,  1921 


Type  CR  Trolley  Frog 

The  Long-Life  Frog 

The  Trolley  Wheel  Never  Travels  On  Its  Flanges 


Trolley  ^wheels  last  longer  when  operating  with  Type 
CR  Frogs,  as  the  Flange  does  not  pit,  and  helps  to  pre- 
vent noise. 

Type  CR  Frogs  can  be  installed  nearer  to  a  point 
directly  over  the  track  switch  point  than  any  other  frog. 
This  increases  the  life  of  the  trolley  wire  on  the  straight 
line  approaching  the  frog  by  reducing  the  grind  of  the 
trolley  wheel  riding  angularly  at  this  point. 

Westinghouse  Electric  &  Manufacturing  Co. 

East  Pittsburgh,  Pa. 


Westinghouse 


November  5,  1Q21  Electric    Railway    Journal 

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REDUCE  EXPENSES 


What 
Mr.  Shonts 
Said  in  1911 

In  an  interview  with  a  reporter  for 
the  New  York  Tribune,  August 
13,  1911,  the  late  Mr.  Shonts. 
then  president  of  the  Interborouffh 
Rapid  Transit  Company,  said: 

"When  our  first  ten-car  trains  were 
planned,  we  found  that  an  auto- 
matic coupler,  which  Mr.  West- 
inghouse  had  developed  about  ten 
years  before,  was  just  what  we 
needed,  and  we  adopted  his 
coupler,  which  not  only  saves  time, 
but  increases  the  safety  of  the 
traveling  public.  Of  course,  the 
public  seldom  thinks  of  such  things 
as  this,  but  we  railroad  men  have 
to  think  about  them  and  use  them." 


WESTINGHOUSE  "Tight  Lock" 
Automatic  Car,  Air  and  Electric 
Couplers  (furnished  in  designs  siiitable 
for  both  light  and  heavy  traction  service), 
contribute  to  lower  operating  costs  by — 

(a)  Eliminating  time  ordinarily  lost  in  manual 
coupling  of  cars,  air  lines  and  electric  connec- 
tions when  making  up  trains  at  terminals,  or  in 
coupling  and  uncoupling  cars  while  trains  are 
en  route. 

(b)  Preventing  friction  between  coupler  faces, 
thus  minimizing  wear  from  that  source  and 
making  for  the  utmost  economy  with  respect 
to  maintenance. 

(c)  Rendering  use  of  air  hose  unnecessary. 

(d)  Virtually  eliminating  cost  of  maintaining 
electric  jumpers,  expense  of  carrying  extra 
jumpers,  and  time  lost  hunting  jumpers  to  com- 
plete preparations  during  train  makeup. 


SEND  FOR  A  COPY  OF  OUR 

NEW  DESCRIPTIVE  CATALOG 

UNIT  T.2029. 


WESTINGHOUSE  TRACTION  BRAKE  Co, 

Qeneral  Office  and  Works,  Wilmerding,  ?a. 


ATLANTA 

CHICAGO 

^!S\ 

PITTSBURGH 

ST.  PAUL.  MINN. 

BOSTON 

DENVER,  COL. 

Iwl 

SAN  FRANCISCO 

LOS  ANGELES 

COLUMBUS,  O 

MEXICO  CITY 

|mI 

ST.  LOUIS.  MO. 

SAW  LAKE  CITY 

HOUSTON,  TEX. 

NEW  YORK 

r—77 

SEATTLE.  WASH. 

WASHINGTON 

i 

1 


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6  ElectricRailwayJournal  November  5,  1921 

^  Jnsurance  plus 


Additions  and  Betterments 

When  plans  are  taking  shape 
for  additions  and  betterments, 
you  can  profitably  employ  the 
servicesof  Marsh  and  McLennan 
engineers. 

They  enable  you  to  safeguard 
profits,  eliminate  hazards  and 
reduce  insurance  cost. 

Busmess  executives  of  many  of 
our  large  corporations  have 
used  this  service  profitably. 


MARSH  &  MCLENNAN 

175  W.Jackson  Blvd.  Chicago,  111. 

Minneapolis  Denver  San  Franciscx)  Winnipeg 

New  York  Duluth  Seattle  Montreal 

Detroit  Columbus  Cleveland  London 


November  5,  1921 


Electric    Railway    Journal 


^^ 


Toronto  Places  Repeat  Order  for 

Wilson  KSotd'  Welder 


After  the  Toronto  Transportation  Commission  had 
tried  out  thoroughly  its  first  Wilson  Plastic  Arc  Rail 
Bond  Welder,  an  order  came  in  for  another  machine. 

Only  actual  service  can  reveal  the  real  character  of 
the  Wilson  Welder. 

Only  in  actual  operation  can  you  see  how  it  holds 
the  current  to  a  constant  value  and  limits  the  arc  to  the 
short  length — both  essential  for  a  good  weld. 

Only  when  it  has  been  used  twenty-four  hours  a 
day — and  day  after  day — as  it  was  at  Toronto,  can  you 
appreciate  its  capacity  for  continuous  service. 

But  not  until  you  have  tested  the  finished  weld  do 
you  understand,  absolutely,  why  the  Wilson  Plastic 
Arc  Rail  Bond  Welder  is  The  Machine. 

Wilson  Welder  is  capable  of  any  welding  work — 
on  the  track  or  in  the  shop. 


THE  OHIO  BRASS  CO.,  Mansfield,  Ohio 

New  York  Philadelphia  Pittrburgh  Chicago 

Los  .\ngeles  San  Francisco  Paris,  Fratice 

Trolley  Materials;  High   Tension  Porcelain  Insulators;  Third  Rail  Insulators; 
Rail  Bonds;  Electric  Car  Equipment. 


Toronto  also  uses 
O-B  Arc  Weld  Bonds 

O-B  Arc  Weld  Bonds  have  four  funda- 
mental advantages — right  angle  welding 
scarf,  steel  welding  surface,  steel  rein- 
forcement completely  encircling  the  termi- 
nal, and  a  copper  vibration-damping 
sleeve  where  strand  joins  terminal. 

O-B  Bonds  may  be  installed  with  the 
Wilson  Welder  or  any  other  metallic  arc 
welding  machine. 


Electric    Railway    Jouenal 


November  5,  1921 


1903  y 


EIGHTEEN  YEARS  OF  SERVICE 

prove  the  efficiency  of  UNION 
automatic  block  signals  controlled 
by  continuous  A.  C.  track  circuits. 

In  1  903  the  first  A.  C.  track  circuits  ever 
installed  were  put  in  service  on  the  North- 
vsrestern  Pacific.  They  are  still  giving 
entire  satisfaction. 


''Safety AND  Economy" 


Trade  Trade 

0   Mnion  ^toitcb  ^  Signal  Co.  0 


SWISSVALE,  PA. 


November  5,  1921 


Electkic    Railway    Journal 


tn 

the 

Night 


25  per  cent  do  it 


There  would  be  more  night  riders 
if  you  could  sell  them  on  better 
service.  By  eliminating  uncer- 
tainty, identifying  cars  and  their 
routes,  you  secure  the  night  riders' 
good  will.  They  will  ride  more 
often  on  cars  that  unmistakably 
advertise  their  routes  and  destina- 
tion points — that  look  as  illumi- 
nated from  the  outside  as  they  do 
inside. 

Golden  Glow  Headlights  identify 
your  cars  in  general  and  make  it 
easier  for  the  motormen  and  op- 
posing traffic. 

Keystone-Hunter  Illuminated 
signs  easily  identify  your  cars  in 
particular  at  a  distance  convenient 
to  the  night  rider. 

V/rite  for  data  sheets. 


_  -«,'JP?  *    iiBti.iM  w"!"    ;•■ r- 


OAK  LA 


Keystone-Hunter   Illuminated   Signs    (They're   white   by   day). 


Electric  Ser\tce>  Supplies  Co 


Manufacturer  of  Railway  Material  and  Electrical  Supplies 
PHILADELPHIA  NEW  YORK  CHICAGO 

17th  and  Cambria  Street.  SO  Church  St.  Monadnock  EWg.        Golden  Glow   Headlights   for  either  port- 

Branch  Offices:  Boston^  Scrantortf  Pittsburgh  able  or  permanent  ins'.allation  on  the  dash. 

Canadian  Distributors:  Lyman  Tube  &  Supply  Co.,  Ltd.,  Montreal,  Toronto,  Winnipeg,  Vancouver 


10 


Electric    Railway    Journal 


November  5,  1921 


WIM 


The  Best  Type  of  Construction 

These  two  viaducts  are  both  in  the  same  city,  and  the  railway 
span  wires  in  both  cases  are  carried  on  Elreco  Tubular  Steel  Poles. 

In  one  case,  however,  it  was  thought  necessary  to  use  separate 
lamp  standards  for  supporting  the  lighting  units  as  shown  on  lower 
viaduct ;  note  the  effect  in  useless  duplication  of  poles,  the  unattractive 
appearance  of  curb  line;  to  say  nothing  of  double  expense  of  installa- 
tion and  maintenance. 

In  contrast  note  the  clear  cut  appearance  of  the  upper  viaduct, 
Elreco  Combination  Poles  carry  the  span  wires  for  the  trolley  support 
and  also  attractive  brackets  and  ornamental  lighting  units. 

If  you  have  a  similar  problem,  why  not  profit  by  this  city's 
experience  ? 

The  Electric  Railway  Equipment  Company 

Cincinnati,  Ohio 

30  Church  St.,  New  York  City 

Manufacturers 


November  5,  1921 


Electric    Railway    Journal 


11 


Pneumatize! 


Modernize! 


Washington  Did  It  Right! 

If  you'll  be  good  enough  to  analyze  the  article  on  "Control  Trailers 
in  Washington,"  published  Sept.  17,  1921,  you  will  see  more  clearly 
what  we  mean  by  National  Pneumatic  experience  in  adaptation  to 
specialized  needs  as  well  as  in  general  economies.    For  instance: 

There's  air  economy:  Only  1/36  cu.  ft.  for  each  complete  opening  and  closing 
cycle,  due  in  part  to  the  fact  that  the  actuating  valve  is  located  directly  on  the 
engine. 

There's  minimum  attention:  The  engine  has  splash  feed  lubrication,  the  grease 
which  works  out  with  the  exhaust  air  being  returned  to  the  gear  for  re-use — 
hence  two  years'  operation  without  refilling ! 

There's  minimum  maintenance :  The  engine  is  in  a  pocket  above  the  doors,  easily 
accessible  for  inspection,  adjustment  and  oiling,  aside  from  being  at  a  high  drain- 
age point  which  eliminates  moisture  from  the  engine  valve  and  prevents  freezing. 
Also  the  non-tamperable  cushioning  feature  which  saves  wear  and  tear  on  door 
and  step  fixtures,  reduces  glass  breakage  and  avoids  injury  to  the  passenger's 
body  and  temper.  And  the  door  shafts  are  National  Pneumatic  to  make  a 
perfect  job. 

There's  speed  with  safety:  The  closing  of  the  doors  gives  a  light  signal  to  the 
motorman ;  and  if  there's  anything  amiss  with  the  engine  and  starting  mechanism, 
the  motorman  will  get  a  danger  signal. 

And  so  on,  and  so  on  and  so  on.  But  we've  said  enough,  we  hope,  to  prove  that 
National  Pneumatic  Engineering  means  more  than  the  purchase  of  hardware.  It's 
a  specialized  service  to  give  you  more  money  miles  per  hour. 

The  Complete  National  Pneumatic  Line  Comprises 

Door  and  Step   Control  Door  and  Step  Operating  Mechanisms 

Motorman's   Signal   Lights  Safety  Interlocking  Door  Control 

Multiple   Unit  Door   Control 


Manufactured  in  Canada  by 

Dominion  Wheel  &  Foundries,  Ltd. 

Toronto,  Ont. 


National  Pneumatic  Company,  Inc. 


Originator   and  Manufacturer 
50  Church  St.,  New  York  Edison  Bldg., 

Works:  Rahway,  N.  J. 


Chicago 


12 


Electbic    Railway    Journal 


"Seven  Years  After*' 


Shows  No  Perceptible  Wear 

In  1914  this  Phono-Electric  wire  was  installed  on  a 
level  stretch  on  Main  Street,  Bridgeport,  Conn.  The 
records  show  that  2,714,954  trolleys  have  since 
travelled  this  piece  of  overhead  line.  Yes — now  look 
back,  examine  the  cut  more  closely,  and  you'll  come 
to  the  same  conclusion  as  the  railway  company's  engi- 
neers. 

They  took  it  down  only  because  it  was  but  a  short 
length,  and  in  the  way  while  they  were  stringing  a 
complete  new  installation  of  Phono-Electric  on  this 
busy  thoroughfare. 

The  long  life  of  Phono-Electric — two  to  four  times 
that  of  ordinary  copper  trolley — means  such  a  reduc- 
tion in  maintenance  and  depreciation  costs,  that  eco- 
nomical managements  are  adopting  it  as  standard 
wherever  traffic  is  heavy. 

Phono-Electric— Its  answer  to  WHY  is  WEAR! 


November  5,  1921 


Electric    Railway    Journal 


13 


The  Standard  Textile  Products  Co. 


3SO  riuo ADWA ^^   Nkw  Vork. 

Sept.  E.  B.  J. 


mm 


Brand 


.14  ElectricRailwayJouenal  November  5,  1921 

MAKE  ONE-MAN  CAR 

OPERATIONS  SAFER 

with — 

U.  S.  ELECTRIC  SIGNALS 

A  single  operator,  responsible  for  the  entire  work  on 
one-man  cars,  has  a  lot  of  things  to  look  out  for — col- 
lecting fares,  punching  transfers,  opening  and  closing 
doors,  making  out  reports  and  keeping  the  car  on 
time.  Add  to  all  these  the  meeting  of  cars  on  turn- 
outs, and  there  is  a  hazard  which  must  be  guarded 
against.     The  human  memory  sometimes  fails. 

But  with  single-track  operation  safeguarded  by  U.  S. 
Electric  Signals,  which  positively  indicate  not  only 
the  presence  of  any  other  car  in  the  block,  but  also 
its  direction  of  travel,  you  have  the  human  element — 
the  chance  of  forgetting — eliminated. 

Remove  Risks  with 
U.  S.  Electric  Signal  Equipment 

A    generation    of   success    in    signal   special- 
ization stands  back  of  United  States  equipment 


UNITED  STATES  ELECTRIC  SIGNAL  COMPANY 

West  Newton,  Massachusetts 

Representatives : 

Western:  Frank  F.  Bodler,  Monadnock  Bldg.,   San  Francisco 

Foreign:  Forest  City  Electric  Services  Supply  Co.,  Salford,   Eng. 


November  5,  1921 


Electric    Railway    Journal 


15 


MORRIS  COUNTY 
TRACTION  CO., 

Morristown,  N.  J. 

orders  complete  equipment  of 

ECONOMY 
METERS 


To  Save  Power  at  the  Car — 

— To  Save  Labor  at  the  Car  House 


This  is  another  one  of  the  long  list  of  notable  electric 
railways  to  adopt  the  Economy  Meter  and  order  com- 
plete equipment.  Economy  Meters  are  now  standard  on 
more  than  75  roads. 

Economy  Meters  are  rugged, 
time-tried  devices 

The  Economy  Meter  will  get  the  maximum  power  saving 
with  no  hazard  to  passengers  or  equipment.  It  shows 
how  much  energy  is  consumed  per  man  or  per  car.  The 
records  actually  tell  a  motorman  whether  he  has  saved 
power — and  how  much. 

There  is  no  mystery  about  Power  Saving 
with  Economy  Meters 

The  ECONOMY  "Power-Saving"  and  "Car  Inspection" 
Meter  accurately  and  automatically  shows  when  a  car  is 
due  for  inspection.  It  shows  at  a  glance  how  much  more 
work  a  car  can  do  before  inspection  is  needed.  All  this  is 
had  without  any  clerical  labor. 

The  records  from  Economy  Meters  are  of  high  value  for 
managerial  and  engineering  purposes. 


Economy  Power-Saving 

Meters  tell  you — 

without  trouble 


1.  WHO  are  your  careful,  economical 
motormen. 

2.  WHICH  motormen  need  instruction 
in  proper   handling  of  car  equipment. 

3.  HOW  much  power  is  being  saved  by 
motormen  collectively  and  individu- 
ally, by  direct  reading  units  of  povper. 

4.  HOW  much  power  is  being  used  on 
any  section  of  your  lines. 

5.  HOW  much  power  is  being  used  in 
trailer  service. 

6.  HOW  much  power  your  freight  and 
express  service  is   using. 

7.  HOW  much  power  is   being  used   for 
.  switching  and  car  movements  in  yards. 

8.  WHAT  is  the  line  loss  on  your  D.C. 
distribution. 

9.  WHEN  your  schedule  speeds  are  too 
high  or  too  low. 

10.  WHAT  is  the  most  economical  equip- 
ment for  any  service. 

11.  WHAT  are  the  proper  gear  ratios  for 
given  service  conditions. 

12.  WHEN  each  car  should  be  inspected. 


Meter  the  Energy — that's  what  you  want  to  save 

Economy  Electric  Devices  Company 


L.  E.  GOULD,  Pres.,  Old  Colony  Bldg.,  Chicago 


National  Railway  Appliance  Co..  New  York 
L.   A.   Nott,   San  Francisco 


Cable    Address:        Sanffamo.    ChioaKO 

Alfred  Collyer  &  Co..   Montreal,   Quebec 

Burton    R.    Stare   Co..    Seattle 

J.    G.    Monahan,    Los    Angeles 


Ludwiff  Hommel   &  Co.,  Pittsburgh 
Grayson   Railway   Supply   Co.,    St.   Louis 


16 


Electric    Railway    Journal 


November  5,  1921 


A  track  like  this 
the  repair  shop. 


November  5,  1921 


Electric    Railway    Journal 


17 


leads  straight  to 
Boost  it  now. 


Look  at  this  track !  Broken  and  sagging 
rail  joints — foundation  rapidly  crum- 
bling away — paving  all  caved  in — roll- 
ing stock  being  rapidly  knocked  to 
pieces. 

You  may  think  your  cars  as  they  pound 
over  the  track  are  headed  for  the  ter- 
minal at  the  end  of  the  line,  but  in  reality 
they're  making  a  bee-line  straight  for 
the  repair  shop — and  they're  taking  the 
shortest  possible  route  to  get  there. 


Perhaps  you  can't  afford  to  relay  now 
but  you  know  you  can't  afford  to  leave 
it  alone.  Shimming  and  other  make- 
shift repairs  are  only  a  temporary  relief. 
Why  not  put  in  Dayton  Resilient  Joint 
Boosters?  They  are  permanent,  eco- 
nomical and  easy  to  install.  They  cost 
only  $4.50  per  joint  and  add  years  of  life 
to  your  track,  free  from  all  further  pav- 
ing and  track  repairs. 


Let  us  send  you  complete  information 
and  proven  results. 

The  Dayton  Mechanical  Tie  Co. 

708  Commercial  Building 

Dayton,  Ohio 


Resilient 

JOINT  BOOSTER 


18 


Electric    Railway    Journal 


November  5,  1921 


HSHS^@g@aSa^SSSgS@gg@^^^gS@^gHgS^g^^ 


e 


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2 
^ 


g 

g 

t 
g 

t 

t 


g 

g 

g 
g 
g 

t 
g 


g 
g 


Factors  Which  Govern  the  Proper 
Selection  of  Rail  in  Paved  Streets 


£4         Liquid    thermit    steel   en- 
teriner  mold  around  joint 
to  be  welded. 


Track  is  seldom  relaid  because  of  worn 
out  rail,  but  because  of  the  condition  of  the 
joints.  By  eliminating  the  rail  joint,  the 
full  life  of  the  rail  is  assured  or  over  about 


3 — Effect  of  the  Joint 
on  the  Life  of  the  Rail 

30%  more  than  otherwise  obtained.  In 
other  words,  a  street  rail  lasting  fifteen 
years  will  have  its  life  prolonged  to  about 
twenty  years  by  the  elimination  of  the  joint. 


^^ 


By  absolutely  eliminating  the  rail  joint,  the 

THERMIT  INSERT  WELD 

practically  eliminates  all  maintenance  costs  very   expensive  item,   especially  when   me- 

throughout  the  life  of  the  rail,  which  is  a  chanical  joints  are  used. 

Let  us  know  the  section  number  of  the  rail  which  you  wish  to  weld  so  that  we 
can  ship  welding  material  suitable  for  the  purpose.  On  receipt  of  an  order 
for  material  and  apparatus,  we  will  send  an  expert  demonstrator  to  instruct 
your  men  so  that  >ou  can  carry  on  this  work  yourselves. 

Send  for  our  latest  Rail  If  elding  Pamphlet  3932. 

Metal  &  Thermit  .^.Corporation 


m-d- 


120  Broadway 


thumtwomkaX 


New  York 


ECOMOMV 


Pittsburgh 


Chicago 


Boston 


S.  San  Francisco 


Toronto 


November  5,  1921  Electric    Railway    Journal 


A  Special  Invitation  to  Subscribers  to 
Electric  Railway  Journal 


Beginning  January,   1922,  the   McGraw-Hill 
Company  will  publish 

BUS 
TRANSPORTATION 

a  monthly  section  of 
Electric  Railway  Journal 

In  launching  this  new  publication  the  McGraw- 
Hill  Company  is  actuated  by  the  belief  that  the 
trackless  vehicle  is  destined  to  play  a  part  of 
increasing  importance  in  passenger  transpor- 
tation ;  that  men  in  the  electric  railway  field  must 
know  all  there  is  to  know  about  bus  accomplish- 
ments and  potentialities ;  that  this  subject  is  such 
a  broad  and  vital  one  that  it  deserves  to  be  cover- 
ed in  a  journal  devoted  solely  to  this  one  phase  of 
transportation  activities. 

Electric  Railway  Journal  readers  are  assured 
that  this  publication  will  be  a  typical  McGraw- 
Hill  Journal  —  authoritative,  comprehensive, 
backed  in  fullest  measure  by  the  experiences 
and  resources  of  an  organization  with  forty 
years  of  constructive  service  in  the  field  of  pas- 
senger transportation. 

The  mission  of  this  paper  is  to  stabilize  and 
develop  bus  transportation  wherever  and  when- 
ever it  contributes  to  the  welfare  of  the  com- 
munity; and  to  aid  in  the  co-ordination  of  all 
passenger  transportation  agencies.    The  passen- 


Electric    Railway    Journal  November  5,  1921 


ger  transportation  industry  can  achieve  its 
maximum  strength  and  usefulness  only  by  seek- 
ing and  advancing  the  mutual  welfare  of  all 
responsible  transportation  agencies.  It  is  obvi- 
ous, we  believe,  that  the  best  interests  of  electric 
railways,  bus  transportation  organizations  and 
the  public  are  identical. 

The  subscription  rate  is  to  be  $2  a  year,  or,  in 
combination  with  Elfxtric  Railway  Journal, 
$5,  with  an  additional  charge  to  cover  zone  post- 
age west  of  the  Mississippi,  amounting  to  $.25. 

For  a  limited  time  only,  however,  we  will  include 
the  Bus  Transportation  Section  as  part  of 
existing  Electric  Railway  Journal  subscrip- 
tions for  the  period  of  their  present  subscription 
term  provided  the  accompanying  coupon  is 
mailed. 

Only  those  subscribers  who  say  that  they  wish  the 
new  Bus  Transportation  Section  will  receive 
this  monthly  supplement  as  part  of  their 
Electric  Railway  Journal  subscription.  This 
reservation  is  necessary  to  avoid  waste  and  to 
make  sure  that  every  copy  is  a  useful  copy, 
rendering  a  real  service  to  every  one  who 
receives  it. 

To  make  sure  that  your  name  is  on  the  list  to 
receive  the  first  issue  of  this  paper,  fill  in  and 
mail  the  coupon — TODAY. 


'Fill  in  and  mail  this  coupon  today' 


Electric  Railway  Journal 

'Lentil  Ave.  at  36th  St.,  New  York 

I  accept  \()ur  offer  to  send  me  from  January  I,  1922,  to  the  end  of  my  present  suhscription  to  Electric  Railway 
Journal  your  monthly  Bus  Transportation  Section.  It  is  understood  that  my  present  Electric  Railway  Journal  subscrip- 
tion pays  also  for  this  additional  service. 

N/ime 

Address 

City  and  State 


Nowmher  5,  1921 


Electeic    Railway    Journal 


19 


"NATIONAL" 
BULLETIN 


NUMBER  I4C 


4th  EDITION,  l«I 


"NATIONAL"  TUBULAR  STEEL  POLES 

EKRY  branch  of  the  »ie«l  mXx  induMr>  ha*  iu  o»n  iiiterotins  huloiy  ul  ptwgrcsb,  aiid  not  Usi  oor 
Imoi  is  the  hisioty  of  ihp  tubular  sucel  puk.  With  tht  ducnvro"  "I  'hi-  "«■»  for  electricity— that 
Wfjndi'rfijl  element  which  Ips«  than  a  hundrwl  ycira  agn  wat  known  only  as  a  devastating  force— 
the  pole,  on  which  to  carry  the  con-luctiw  wires  became  at  once  an  wgeM  necessity.  The  trunks 
o(  tree*,  which  then  covered  a  br^c  portion  of  Ihi-  country  with  virgin  rortst.  were  the  obvioux  poles 
of\  which  lo  string  wir«a  ID  carry-  the  electric  corn-ni  from  point  to  point 

The  hardship*  o(  pionrer  life  left  little  room  for  any  attempts  ttnvarrf  civic  Uauiy— neceitwiy  waa 
the  guiding  rule,  and  citifens  o(  ihc  (owns  made  no  objection  to  the  lanky,  bare  tree  trtinka  which  were 
pUni«d   in   stagKwing    lines  up  and   down   their  ttrecU;    probalily  they  did  no!  even   realize   their 
ugtint-w,  Ml  great  was  their  aitmiration  for  the  new  miracle- wonder, 
the   telegraph.     As   time   passed,   and  other    uncft    for    electricity 
de%-eloped.   telephnne,  electric   light,   and  elettric   power  lin 
multiplied  that  in  large  cities  one  'ha¥ 
innumerable  wires.     Wheri  in  time,  < 
felt  that  one  of  the  darkest  blotn  o 
man  of  wir«s  hanging  iin  gaunt  c 
crooked   wooden   pok-s. 

il  is  the  history  of  this  nation  parlic 
materi.il  has  been   needed,  the  insen 

The  ndmc  of  the  man  who  first  uwd  a  length  of  pipe  for  a  pole  is  lost 
in  ol>furity,  but  here  let  us  give  the  anonymous  bcnefacior  his 
due  merd  of  praise.  Nor  is  the  date  definitely  known  when  the  hrst 
Tubular  Steel  Poles  were  erecied.'but  in  recent  years  thousands  of 
Tubular  ^teel  Poles  hin*  been  erert*<l  anntially  in   new  fiild*  it 


I  the  sky  through  tangle*  of 
r  pride  awakened,  it  was 
n  the  beauty  of  a  city  waa  the 
ro»«  arms,  fastened  to  tine*  of 


tJ 


:ularly,  that  wherever  a  better     •- 
Liity  of  man  has  supplied  iI 


BullrUn  Nd   UC     Pa^*  I 


Worth  While  Information 
on  Tubular  Steel  Poles 

CONTENTS  OF  "NATIONAL"  BULLETIN  No.  14 : 

Tubular  Steel  Poles  for  (1)  Trolley  Lines  or  Tramways  (2)  Telegraph 
and  Telephone  Lines  (3)  Lighting  Poles  (4)  Transmission  Lines; 
Characteristics  and  Advantages  of  "NATIONAL"  Tubular  Steel 
Poles;  Joints;  Tests;  Modern  practice  with  regard  to  Sizes,  Lengths. 
Joints,  Repairs,  etc.,  of  Poles;  Considerations  of  Installation  and 
bervice;  Pressures  Stresses  and  Loads  of  Poles;  Tables,  giving  es- 
sential pole  details;  Tables,  giving  properties  of  Pipe;  Ornaments 
and  hittings.  This  Bulletin  also  contains  eighty-three  illustrations. 
A  very  desirable  publication  for  any  executive  or  engineer  interested 
in  line  pole  installations. 

Send  for  your  copy  of  this  Bulletin  today 

NATIONAL  TUBE  COMPANY,  PITTSBURGH,  PA. 

General  Sales  Offices  :    Frick  Building 


Atlanta     Boston 


•  DISTRICT  SALES  OFFICES - 


PACIFIC  <»';SfREPRFlKN?J'T7vVs'?Ti°<<''S"',.^i!:°'^     *"i '•"S^'^'f     Philadelphia     Pitl,bu,Kh     St.  Uoal.     St  P«a 
^~.ioi  ttnt-KtHKNTATIVKS:   U.S.  Steel  ProducU Co.        San  Prancisoo        Los  Anieles        Portland       Seattle 
EXPORT  REPRESENTATIVES  :   U.  S.  Steel  Producta  Co.        New  York  Cl"        ■^°"'*"°       ixmM 


20 


Electric    Railway    Journal 


November  5,  1921 


A  Lubricant  that  will 
keep  the  Cars  in  Service 
is  Cheap  at  any  Price 


"Overall  Specialists" 

The  service  men  who  work  with  you 
on  yovir  lubricating  problems  are  not  "ex- 
perts on  theories."  They  put  on  overalls 
and  get  right  down  to  brass  tacks — pack 
your  cars — show  you  how  and  why  Tulc 
should  be  used,  lliey  get  results — real 
money  saving  results — 99  times  out  ol  a 
hundred.  The  hundredth  time  there  is 
no  charge  for  the  service. 


LUBRICANT 


D 


HE  cost  of  any  lubricant  is 
small  compared  with  the  ex- 
pense entailed  in  taking  a  car 
out  of  service. 

The  experiences  of  big  men  in  the 
industry,  with  TULC,  justify  our 
saying  that,  where  TULC  is  used 
and  the  recommendations  of  Uni- 
versal Lubricating  service  are  fol- 
lowed there  will  be  a  marked  reduc- 
tion in  the  number  of  cars  taken  out 
of  service  due  to  the  failure  of  the 
lubricant  to  function. 

With  TULC  true  lubrication  econ- 
omy is  assured. 


The  Universal  Lubricating  Co. 

Offices:  Schofieia  Bldg.  Works:   Sweeney  Ave. 

Cleveland,  Ohio 


— scientifically  and 

accurately  compounded  to 

reduce  lubricating  costs 


November  5,  1921 


Electric    Railway    Journal 


21 


In  dealing  with  motor  bus  competition, 
railway  companies  may  have 

No  Axes  to  Grind — but 

Judging  from  our  sensations  while  riding  on  many 
railway  lines  a  lot  of 

Track  Grinding  Would  Help 


ATLAS  Rail  Grinder 


The  iFight  Against  Rubber 
Tire  Competition 

Whether  it  be  the  organized  motor  bus  com- 
pany, the  irresponsible  jitney,  or  the  private 
machine,  every  automobile  rider  is  a  loss  to 
the  railway  company.  The  least  you  can  do 
toward  regaining  some  of  these  riders  is  to 
make  your  track  as  smooth-riding  as  possible. 

Do  it  by  welding  and  grinding  every  bad  joints 
all  rough  special  work,  and  corrugated  rail. 


UNIVERSAL  Rotary  Track  Grinder 


RECIPROCATING  Track  Grinder 


AJAX  Electric  Arc  Welder 


RAILWAY  TRACK-WORK  COMPANY 


3132  E.  Thompson  St.,  Philadelphia,  Pa. 


22  Electric    Railway    Journal  November  5,  1921 


McGUIRECUMMINGS  MANUFACTURING  CO, 

CHICAGO 

SNOW  SWEEPERS 


Now  is  the  time  to  check  up  on  your  snow 
fighting  equipment  for  the  coming  winter, 

McGuire-Cummings  Single  and  Double 
Truck  Snow  Sweepers  and  Plows  are 
^'Standard  Equipment  on  practically 
every  Electric  Street  Railway  Line  in 
the  United  States  and  Canada  that  has 
snow  to  contend  with. 

Specifications  and  drawings  upon  request. 


McGUIRECUMMINGS  MANUFACTURING  CO, 

City  and  Interurban  Cars  and  Trucks, 

Combination  and  Worl(  Cars, 

Electric  Locomotives 


GENERAL  OFFICES 

111  WEST  iVIONROE  STREET 
CHICAGO,  ILL. 


November  5,  1921 


Electric    Railway    Journal 


23 


^You  cannot  tell  Avhat  oil  costs 
'  — when  you  buy  it 

Lubricating  oil  is  worth  just  what  it  gives  in  lubricating  service — and  no  more.  It 
follows  naturally  that  the  oil  that  delivers  500  lubrication  units  is  worth  but  half 
of  that  which  produces  1000  units. 

This  deduction  is  as  equitable  as  it  is  simple.  And  on  this  fair  basis  Galena  Electric 
Car  Oil  is  actually  entitled  to  be  rated  at  double  value,  by  virtue  of  its  proven  ability 
to  deliver  double  the  mileage  secured  from  other  grades  of  car  oil.  Yet  the  price  of 
Galena  is  not  double — only  slightly  higher  than  that  of  the  ordinary  grades. 

But  there  is  another  and  even  more  important  argument  for  the  Galena  product.  The 
results  of  mileage  tests  are  quickly  apparent — with  cheap  oil  more  must  be  used,  and 
oftener ;  the  extra  applications  take  time  and  time  me;ans  money — added  cost. 

The  cost  of  oil,  as  compared  with  cost  of  equipment,  is  negligible.  Yet  poor  lubri- 
cants have  put  more  good  equipment  out  of  business  than  almost  any  other  cause.  It 
is  in  time  losses,  repairs  and  replacements  that  the  inferior  oils  take  their  toll,  which, 
if  added  to  their  original  cost,  would  make  the  price  per  gallon  prohibitive. 

Mechanical  men  know  this  to  be  a  fact — experience  has  taught  them.  And  for  this 
reason — perhaps  more  than  for  the  obvious  argument  of  mileage — Galena  Oils  are 
specified  on  more  than  500  electric  properties,  for  actual  dollar  and  cents  economy, 
as  well  as  efficiency. 


llllllllllllllllllllllllllll!lllllllllllllllll!llll!l!llllllll!lllllllllllllllllllllllllllllllll{lilllll|||^^ 


Galena-Signal  Oil  Company 


New  York       -       Franklin,  Pa.       •  »  Chicago 
and  offices  in  principal  cities 


24 


Electric    Railway    Journal 


November  5,  1921 


"More  and  Better  Service  at  Less  Cost. "   That  is  the  begin-all 
and  end-all  of  successful  railway  operation 


CP-25  Ten-Foot  Compressor 


Service  with  Safety 

The  combining  of  service  with  safety  accounts  for  the  grow- 
ing popularity  of  the  safety  car  the  economics  of  which  are 
well  known.  The  majority  of  these  safety  cars  are  G-E 
equipped,  for  dependable  electrical  apparatus  is  a  pre- 
requisite of  service  and  safety. 

The  CP-25  ten-foot  compressor  assures  an  adequate  and  de- 
pendable air  supply.  Even  though  the  machine  weighs  150 
pounds  less  than  the  next  size  larger,  it  sacrifices  not  a 
degree  of  electrical  or  mechanical  efficiency.  Hundreds  of 
these  units  are  testifying  to  the  industry's  appreciation  of 
G-E  engineering. 

What  could  be  more  important  than  the  machinery  that 
keeps  the  wheels  turning,  involving  as  it  does,  reliability  and 
cost  of  maintenance?  Here  the  General  Electric  Company 
has  served  with  type  of  motor  for  every  car.  The  G-E  258 
is  driving  most  of  the  safety  cars,  so  popular  today. 

Power  to  be  useful  must  be  controlled  with  a  maximum  of 
precision  and  reliability  and  a  minimum  of  effort.  The  K-63 
Control,  especially  designed  for  safety  cars  and  standard  on 
practically  all  classes  of  them  has  contributed  greatly  toward 
their  success. 


K-63  Control 


G-E  2S8  Motor 


General 


General  Office 
©chenectaxty:  NY 


IC 


Company 


Sales  Offices  in 
all  large  cities 


Electric  Railway  Journal 

CoTisolidation  of  Street  Railway  Journal  and  Electrie  Railway  Review 

HENBY  W.  BI'AKE  liul  BABOU)  T.  BOSELL.   ■diton  HENBT  B.   NOBBIS.    Minulnc   Editor 

BABBT  I..BROWN.W«>teni  Editor        N.  A. BOWEBS.Ptdflc  Cult  Editor        H.8.Kl«0WI.T0N.Nnr  Eniluid  Editor       C.W.8QUIEa,AiiocllU  Editor       C.W.8T0CKS.  AhocUU  ■ 
O.J.MACMUBBAT.Newi  Editor  DONALD  F.BINE.Edltorlal  BeorMenuUTe  I' ML  WOOTON.Washlngton  Representative 


Volume  58 


New  York,  Saturday,  November  5,  1921 


Number  19 


Electrolysis  Testing 

to  Be  Given  Improved  Status 

ELECTROLYSIS  has  caused  trouble  in  more  ways 
thah  one  ever  since  electricity  became  the  motive 
power  for  street  railways.  Much  of  the  controversy  on 
the  subject  has  been  due  to  the  limitations  which  have 
existed  in  electrolysis  testing,  long  recognized  to  be  one 
of  the  most  difficult  and  perplexing  problems,  from  a 
technical  standpoint,  with  which  the  electrical  engineer 
has  to  deal.  Methods  of  testing  heretofore  available 
have  not  been  capable  of  giving  any  definite  quantitative 
measure  of  the  rate  at  which  buried  pipes  and  other 
structures  are  being  corroded  by  stray  current.  This 
fact  accounts  for  many  disputes  and  is  also  the  prin- 
cipal limitation  to  systematic  research  work  in  regard 
to  the  relative  merits  of  different  methods  of  mitigation. 

In  the  article  on  "Earth  Current  Measurement"  ap- 
pearing in  this  issue,  however,  there  is  described  the 
first  successful  attempt  to  make,  under  practical  con- 
ditions of  field  testing,  a  definite  quantitative  measure- 
ment of  the  current  density  discharged  from  a  pipe  at 
any  point,  this  being  the  factor  directly  responsible  for 
corrosion.  Because  the  subject  is  particularly  impor- 
tant, because  the  method  described  will  probably  prove 
the  basis  of  future  research  work  of  the  American  Com- 
mittee on  Electrolysis,  and  because  the  results  of  ap- 
proaching surveys  in  certain  cities  will  depend  on  its 
use  and  accuracy,  it  seems  especially  worth  while  to 
place  the  analysis  of  the  method  before  all  railway  men 
in  sufficient  detail  and  yet  sufficiently  concise  for  them 
to  be  able  to  judge  the  significance  of  the  results. 

The  method  described  appears  to  be  one  offering 
promise  of  great  usefulness.  If  it  continues  to  prove 
as  successful  in  its  practical  use  as  it  has  in  its  pre- 
liminary applications  it  should  do  much  to  place  the  art 
of  electrolysis  testing  on  a  definite  engineering  basis. 


Municipal  Engineers  Try  Their 
Hands  at  Track  Specifications 

THE  American  Society  for  Municipal  Improvements 
is  taking  an  interest  in  the  subject  of  tracks  and 
track  pavements.  On  another  page  will  be  found  an 
abstract  of  a  report  on  the  subject  presented  at  the 
convention  of  the  society  held  in  Baltimore  last  week. 

This  interest  should  be  met  more  than  half  way  by 
the  American  Electric  Railway  Engineering  Associa- 
tion because  the  street  railways  and  the  municipalities 
have  a  common  interest  in  the  subject.  It  appears  that 
the  municipal  engineers  are  trying  to  approach  the  mat- 
ter in  a  broad-gaged  way  and  that  an  opportunity  is 
thus  offered  for  co-operative  study  of  a  problem  which 
has  so  many  angles  and  about  which  there  are  so  many 
conflicting  opinions. 

What  is  a  suitable  track  construction  for  paved 
streets?  What  are  the  most  suitable  pavements  for 
these  tracks?  Can  the  various  types  of  track  now  pre- 
vailing be  reduced  to  a  few?  What  pavements  are 
wholly  unsuited  for  use  in  tracks  and  should  never  be 


installed  when  there  is  track  in  the  street?  These  are 
but  a  few  of  the  questions  which  arise  and  about  which 
municipal  and  street  railway  engineers  have  had  innu- 
merable discussions.  The  latter  have  been  mainly  on 
local  grounds,  depending  upon  the  location  and  size  of 
the  community.  But  the  problems  are  not  local  in  the 
main.  They  have  a  national  importance  and  should 
first  be  studied  in  respect  to  fundamental  principles 
applying  everywhere.  Once  agreement  is  reached  on 
these  the  local  phases  may  be  easily  treated.  This  state- 
ment is  emphasized  by  the  fact  that  specifications  for 
street  railway  track  construction  were  suggested  at  the 
Baltimore  convention  in  connection  with  paving  speci- 
fications. Incidentally  some  of  the  clauses  in  these 
specifications  will  hardly  meet  the  approval  of  electric 
railway  track  engineers  as  a  body. 

It  is  understood  that  the  executive  committee  of  the 
Engineering  Association  has  taken  action  designed  to 
secure  co-operation  with  the  A.  S.  M.  I.  in  a  joint  study 
of  the  matter,  which  is  a  step  in  the  right  direction. 


Declare  Dividends 

Even  Though  Small 

IF  RESTORATION  of  credit  is  the  outstanding  need 
of  practically  every  electric  railway,  would  it  not  be 
of  far-reaching  effect  in  inspiring  confidence  to  declare 
dividends  earned,  however  small  they  might  be?  Many 
companies  last  year  earned  a  surplus  equal  to  a  rate  of 
2,  3,  or  4  per  cent  on  the  allowed  valuation.  This  is  of 
course  far  short  of  the  permissible  and  necessary  earning 
of  6,  7  or  8  per  cent,  and  is  not  conducive  to  a  feeling  on 
the  part  of  directors  that  they  should  declare  a  dividend. 
At  least  very  few  companies  have  passed  on  these  earn- 
ings to  their  stockholders.  To  be  sure,  the  surplus 
earned  by  some  of  them  was  absorbed  in  accumulated 
deficits.  But  looking  at  the  proposition  from  the  stand- 
point of  the  man  who  has  held  some  electric  railway 
stock  for  a  number  of  years,  has  watched  its  market 
value  steadily  decline  and  has  not  had  a  dividend  for  so 
long  that  he  thinks  each  time  he  looks  at  his  certificates 
he  might  as  well  throw  them  in  the  wastebasket,  it  would 
seem  that  his  feelings  in  the  matter  might  be  consider- 
ably brightened  by  the  receipt  of  even  a  very  small 
dividend  check.  It  would  indicate  that  the  company  was 
not  dead — that  it  was  coming  back.  His  contact  with 
others  would  thereafter  be  a  little  more  optimistic  about 
electric  railway  securities.  This  attitude  would  spread 
from  such  contact  with  the  shareholders  and  as  a  result 
of  the  public  announcement  of  the  dividend  and  a  start 
would  be  made  in  restoring  confidence  in  the  financial 
status  of  the  company. 

Too  frequently  such  a  dividend  is  withheld  because 
there  is  fear  of  doing  anything  which  local  authorities 
might  interpret  as  an  indication  of  prosperity.  This 
explains  the  passing  of  dividends  in  some  instances  even 
where  the  surplus  has  been  large  enough  to  warrant  a 
full-rate  dividend.  With  that  manner  of  treatment  for 
those  who  have  taken  partnerships  in  the  business,  there 


808 


Electric    Railway    Journal 


Vol.  58,  No.  19 


can  be  little  prospect  of  any  bettering  of  public  opinion 
toward  electric  railway  junior  securities.  Even  though 
the  surplus  earned  permitted  a  dividend  of  only  a  frac- 
tion of  1  per  cent,  it  would  be  something,  and  it  is  be- 
lieved this  small  amount  would  be  very  worth  while  from 
the  viewpoint  expressed  above.  To  put  such  surpluses 
back  into  the  property  may  be  the  cheapest  way  to  get 
much-needed  money  now,  but  that  policy  will  not  help 
greatly  toward  restoring  credit,  and  to  a  large  extent 
postpones  the  day  when  capital  improvements  can  be 
made  through  the  sale  of  other  than  senior  securities. 


No  Time  for 

Obstructionist  Methods 

BOTH  the  WaU  Street  Journal  and  Financial  America 
hope  for  the  best  for  the  plan  advanced  by  the 
Transit  Commission  for  rehabilitating  the  railways  in 
New  York.  Neither  paper,  however,  is  very  optimistic 
of  the  outcome.  They  see  obstacles  which  to  them 
appear  to  be  insurmountable.  Thus  the  Wall  Street 
Journal  holds  to  the  theory  that  "all  the  existing  secu- 
rities were  created  legally.  They  were  bought  and  are 
held  in  good  faith.  No  plan  can  destroy  the  rights  of 
these  holders." 

Many  securities  created  legally  are  bought  and  held 
in  good  faith.  That  does  not  make  them  money  earn- 
ers. Their  appraisal  as  such  is  pretty  accurately 
fixed  by  the  price  which  is  set  for  them  in  the  open 
jnarket.  If  such  be  the  fact,  then  the  tractions  in  New 
York  have  fallen  to  pretty  low  estate  under  the  5-cent 
fare  as  at  present  imposed.  One  authority  has  esti- 
mated that  securities  of  the  companies  in  New  York, 
having  a  market  value  in  1912  of  $494,145,649,  or 
$3,336,149  in  excess  of  their  face  value,  have  already 
shrunk  to  $176,269,716,  or  a  depreciation  in  nine  years 
of  $317,375,933.  In  the  light  of  these  figures  it  would 
appear  that  the  equities  of  these  holders  have  already 
been  pretty  well  discounted  even  if  their  legal  rights 
have  not  been  destroyed. 

It  must  be  remembered  that  the  commission  plan  is 
only  a  tentative  one.  The  commissioners  themselves 
would  probably  be  the  last  to  proclaim  it  to  be  flaw- 
less. It  is  particularly  indefinite  on  the  question  of  the 
basis  of  the  proposed  valuation  upon  which  any 
security  readjustment  must  be  based. 

At  first  hand  the  task  of  reconciling  all  the  divergent 
interests  would  seem  to  be  insurmountable.  As  the 
WaU  Street  Journal  says :  "There  is  no  legal  way  of 
bludgeoning  the  bondholders  into  accepting  less  than 
the  letter  of  their  bond."  Even  so,  there  would  appear 
to  be  no  need  of  it.  The  situation  if  allowed  to  drift 
unremedied  will  work  itself  out  eventually  in  more 
drastic  fashion  than  could  be  done  by  any  coercive 
methods  from  outside.  This  fact,  the  security  holders 
must  face. 

The  basis  of  all  security,  after  all,  is  earning  power. 
It  is  because  the  earning  power  of  the  roads  has 
shrunk  so  low  that  the  securities  of  the  companies  have 
declined  to  such  an  extent  that  nearly  all  of  them  are 
on  the  basis  of  what  the  holders  might  be  expected  to 
realize  if  the  properties  were  sold  at  foreclosure. 
Bludgeoning  did  not  have  to  be  resorted  to  in  the  case 
of  the  United  Railroads,  San  Francisco,  the  security 
holders  of  which  were  willing  to  accept  new  evidences 
of  indebtedness  and  ownership  to  the  extent  of  $47,516,- 
000  where  such  securities  had  formerly  been  outstand- 
ing to  the  amount  of  $82,190,600,  the  reduction 
amounting  to  $23,876,000.    Bludgeoning  has  not  entered 


as  a  factor  in  the  proposed  reorganization  of  the  Pitts- 
burgh Railways,  the  representatives  of  the  holders  of 
whose  securities  have  signified  their  willingness  to 
accept  a  new  deal  on  the  basis  of  $62,500,000  of  new 
capital  as  opposed  to  securities  now  outstanding 
amounting  to  $156,000,000. 

The  commission  has  advanced  a  plan — the  first  con- 
structive plan  since  the  tide  set  in  against  the  com- 
panies. If  either  the  Wall  Street  Journal  or  Financial 
America  has  anything  to  offer  which  it  regards  as  bet- 
ter, the  commission  will  undoubtedly  be  glad  to  have 
it  presented  for  consideration.  Obstructionist  methods 
will  not  get  the  companies  out  of  the  present  muddle. 
They  may,  however,  delay  the  working  out  of  an  equi- 
table plan  or  may  even  defeat  it.  In  such  event  the 
obstructionists  will  have  even  more  to  answer  for  than 
have  those  to  whom  the  blame  now  falls  for  the  present 
intolerable  conditions.  The  policy  now  of  every  one  in- 
terested should  be  to  lend  a  hand  toward  a  settlement 
of  the  problem  fair  to  all  so  far  as  it  is  humanly  pos- 
sible properly  to  care  for  the  rights  of  all  where  there 
are  so  many  different  interests  to  be  considered.  The 
plan  advanced  by  the  commission  may  fail  of  consum- 
mation, but  probably  not  for  the  reasons  either  of  these 
papers  has  advanced.  If  it  does  fail  all  signs  would 
seem  to  point  to  a  fate  worse  for  the  security  holders 
than  any  which  might  befall  them  under  any  settle- 
ment based  on  the  commission's  proposal. 


Superpower  Report 

Is  Timely  Contribution 

THE  Superpower  Zone  idea,  pursued  and  crystallized 
by  the  Geological  Survey's  Superpower  staff,  is  a 
logical  development  of  the  times.  But  it  needed  the 
impetus  given  it  by  the  study  made  by  Mr.  Murray  and 
his  staff  to  bring  home  the  concrete  conception.  This 
has  been  done  in  the  report  just  issued  and  digested 
elsewhere  in  this  issue.  Similar  ideas  have  been  put 
into  practice  in  other  places  on  other  scales.  The  plan 
in  this  intensified  northeastern  seaboard  region  must  be 
made  a  reality  and  this  is  the  problem  ahead  of  the 
utilities  and  the  railroads.    The  idea  must  not  die. 

There  is  an  impressive  note  of  sincerity  and  thorough- 
ness of  study  in  the  possibilities  outlined  and  recom- 
mendations made  regarding  electrification  in  the  Super- 
power Zone.  Certainly  Dr.  Cary  T.  Hutchinson,  who  is 
largely  responsible  for  this  part  of  the  study  and  report, 
is  to  be  commended.  There  may  be  some  surprise  that 
a  group  of  engineers — principally  electrical  engineers — 
should  recommend  that  only  19,000  of  the  36,000  miles 
of  track  merit  electrification,  and  that  certain  well 
known  arteries  be  omitted,  even  with  the  low  power 
costs  predicted.  But  as  the  detailed  manner  in  which 
the  analysis  was  made  is  studied  the  reasons  for  such 
recommendations  are  appreciated.  The  suggestions  of 
locomotive  standardization,  of  co-operation  between  the 
manufacturers,  of  the  constructive  ideas  electric  railway 
engineers  may  contribute  to  trunk  line  operating  prob- 
lems are  all  timely  and  are  well  considered  and  pre- 
sented. In  fact,  there  is  a  large  amount  of  material 
which  can  well  be  studied  and  analyzed  by  both  steam 
and  electric  railway  men. 

But  the  big  idea  of  the  superpower  system  as  a  whole 
must  be  recognized  as  essential  to  all  the  parts.  Elec- 
trification without  power  supply  is  foolish.  On  the 
other  hand,  railroad  electrification  offers  one  of  the  real 
savings  and  is  one  of  the  main  contributing  factors  to 
the  greater  success  of  any  such  general  undertaking. 


November  5,  1921 


Electric    Railway    Journal 


S09 


Measurement  of  Earth  Currents 

Importance  and  Present  Status  of  Earth  Current  Measurements — New  Instrument  and 

Method  Allows  More  Accurate  Determination  of  Currents  Causing 

Electrolysis  in  Underground  Structures 

By  Burton  McCollum 

Electrical  Engineer.  U.  S.  Bureau  of  Standards,  Washington,  D.  C. 


IN  THE  FIELD  of 
electrolysis  testing 
the  greatest  diffi- 
culty that  has  been 
encountered  up  to  the 
present  time  has  been 
our  inability  to  meas- 
ure directly  the  factor 
responsible  for  the 
corrosion,  namely,  the 
density  of  the  current 
flowing  from  a  pipe  to 
earth  at  any  particu- 
lar point.  In  conse- 
quence of  this,  it  has 
not  been  possible, 
heretofore,  to  make 
direct  quantitative 
measurements  of  the 
degree  of  hazard  to 
buried  pipes  and  other 
structures.  Hereto- 
fore, tests  made  to  de- 
t ermine  electrolysis 
conditions  have  com- 
prised chiefly  two  classes  of  measurements,  namely, 
voltage  measurements  between  various  structures  and 
measurement  of  current  flow  on  pipes  and  other  sub- 
surface structures.  The  voltage  measurements,  as  a 
rule,  comprise  measurements  of  over-all  potential  on  the 
railway  tracks  and  measurements  of  potential  difference 
between  various  subsurface  structures  and  between  such 
structures  and  railway  tracks.  Attempts  have  also  been 
made  to  measure  potential  difference  between  subsurface 
structures  and  the  adjacent  earth,  but,  with  the  possible 
exception  of  lead  cable  sheaths,  these  have  not  yielded 
satisfactory  results. 

The  chief  difficulty  about  securing  information  re- 
garding electrolysis  conditions  by  means  of  voltage 
measurements  grows  out  of  the  fact  that,  as  stated 
above,  the  electrolytic  corrosion  at  any  point  is  deter- 
mined directly  by  the  intensity  of  the  current  dis- 
charged from  any  particular  point  on  the  pipe  surface. 
A  voltage  measurement  between  a  pipe  and  any  other 
structure  constitutes  only  one  factor  affecting  the  cur- 
rent flow,  the  other  factor  being  the  resistance  of  the 
path  traversed  by  the  current  through  the  earth. 
Experience  has  shown  that  this  resistance  may  vary 
between  extremely  wide  limits,  commonly  in  the  ratio 
of  10  or  20  to  1  and  not  infrequently  as  much  as  100 
to  1,  due  to  the  character  of  the  soil,  variations  in  mois- 
ture content  and  temperature.  It  will  be  apparent, 
therefore,  that  a  mere  voltage  measurement  has  no 
quantitative  significance  in  determining  the  seriousness 
of  electrolysis  conditions  in  any  particular  locality.  It 
is  not  to  be  inferred  from  this  that  such  voltage  meas- 
urements will  be  of  no  value  as  they  do  have  an  impor- 


New  Earth  Current  Meter  in  Use  in  the  Field 


tant  qualitative  sig- 
nificance, and  under 
certain  circumstances 
such  measurements 
can  be  used  to  deter- 
mine relative  condi- 
tions under  different 
systems  of  mitigation. 
They  do  not,  however, 
permit  of  any  definite 
quantitative  interpre- 
tation. 

The  measurement  of 
potential  differences 
between  subsurface- 
structures  and  the  ad- 
joining earth  is  fur- 
ther complicated  by 
the  phenomenon  o  f 
galvanic  potentials 
which  are  always 
superposed  on  any 
dynamic  voltage  that 
may  result  from  a 
discharge  of  current 
into  the  earth.  These  galvanic  potentials  may  often  be 
as  large,  or  much  larger,  than  the  dynamic  voltage,  thus 
entirely  obscuring  the  quantity  which  it  is  sought  to 
measure.  On  account  of  these  galvanic  potentials,  it  is 
not  possible  to  determine  by  any  means  heretofore  avail- 
able even  the  polarity  of  a  pipe  with  respect  to  earth, 
since  the  potential  difference  due  to  the  galvanic  poten- 
tial often  exceeds  that  due  to  the  stray  earth  current. 

The  measurement  of  current  flow  on  pipes  which  is 
very  commonly  made  in  connection  with  electrolysis 
surveys  may  also  be  of  value  in  determining  relative 
conditions  under  different  systems  of  mitigation,  but 
here  again  such  measurements  possess  no  definite  quan- 
titative significance.  The  amount  of  corrosion  that  may 
be  caused  by  a  given  current  on  a  pipe  depends  alto- 
gether on  the  manner  and  location  of  its  leaving  the 
pipe.  That  part  of  the  current  which  may  be  removed 
from  the  pipe  through  metallic  paths  will  produce  no 
corrosion  upon  leaving  the  pipe,  only  that  portion  of  the 
current  which  discharges  directly  from  the  pipe  surface 
into  the  adjoining  earth  being  involved  in  the  corrosive 
process.  Further,  even  if  it  is  known  that  all  the  cur- 
rent on  the  pipe  ultimately  leaks  directly  from  the  pipe 
into  the  earth,  the  degree  of  danger  depends  altogether 
on  the  distribution  of  such  current  discharge,  so  that  a 
mere  measurement  of  the  current  flow  on  the  pipe  at 
any  particular  point  gives  no  definite  information  as  to 
the  degree  of  seriousness  of  the  situation.  The  only 
way  in  which  definite  quantitative  information  can  be 
secured  showing  the  degree  of  hazard  to  a  pipe  at  any 
point  is  by  measuring  the  intensity  of  current  discharge 
from  the  pipe  at  the  point  under  consideration. 


810 


Electric    Railway    Journal 


Vol.  58,  No.  19 


Up  to  the  present  time  two  methods  have  been  re- 
sorted to  in  rare  cases  in  an  attempt  to  measure  the 
intensity  of  current  discharge  in  the  earth.  One  of 
these  is  by  differential  current  measurement  on  a  pipe ; 
that  is,  by  measuring  as  accurately  as  possible  the  cur- 
rent flow  on  a  pipe  at  two  points  some  distance  apart 
and  taking  the  difference  between  the  currents  at  the 
two  points  of  measurement  as  the  total  current  dis- 
charged from  the  pipe  between  these  points.  The  other 
method  is  by  what  is  known  as  the  Haber  earth  current 
collector,  a  device  for  measuring  earth  current  density. 

The  method  of  differential  current  measurement  is 
subject  to  the  very  serious  limitation  that  it  is  ex- 
tremely difficult  to  make  an  accurate  measurement  of 
current  flow  in  the  pipe,  the  methods  commonly  used 
for  this  purpose  not  being  accurate  enough  to  give 
satisfactory  results  unless  the  leakage  current  between 
the  two  points  of  measurement  constitutes  a  very  large 
percentage  of  the  total  current  on  the  pipe,  which  is 
seldom  the  case  in  practice.  For  this  reason,  this 
method  has  been  very  little  used  in  the  past  and  has 
now  been  practically  abandoned. 

The  Haber  earth  current  collector  is  a  well-known 


Figs.  1  and  2 — Diagrams  to  Show  the  Principle  and  the  Actual 
Circuit  of  New  Meter  W^hich  Embodies  the  Idea 

device  designed  to  be  buried  in  the  earth  at  any  par- 
ticular point  at  which  the  current  density  is  to  be 
measured.  It  is  subject  to  very  serious  limitations  and 
to  very  large  sources  of  error,  and  experience  has  shown 
that  it  cannot  be  relied  upon  to  give  any  accurate  indi- 
cation of  the  normal  current  density  in  Ihe  earth. 
Numerous  attempts  have  been  made  to  apply  it  in  the 
past  but  it  is  no  longer  used  in  this  country. 

A  New  Method  for  Measuring  Earth  Currents 
— Principle  of  the  New  Method 

Engineers  engaged  in  electrolysis  research  have  long 
felt  the  need  of  some  definite  and  accurate  means  of 
determining  both  the  polarity  of  pipes  with  respect  to 
earth  and  of  measuring  current  density  in  the  earth  at 
any  point,  especially  immediately  adjoining  subsurface 
structures  which  may  be  in  danger  of  electrolytic  cor- 
rosion. The  object  of  this  paper  is  to  describe  a 
method  and  instrument  the  purpose  of  which  is  to 
afford  a  means  for  the  accurate  determination  of  the 
polarity  of  pipes  with  respect  to  earth  and  for  the  quan- 
titative measurement  of  current  density  at  any  desired 
point  in  the  earth.  This  method,  if  it  continues  to 
prove  as  successful  in  practice  as  it  has  in  its  prelimi- 


nary applications,  will  enable  one  to  do  what  it  has  not 
been  possible  to  do  heretofore,  namely,  to  make  direct 
quantitative  measurements  of  the  actual  hazard  to 
buried  structures  at  particular  locations. 

It  will  readily  be  seen  that  if  a  measurement  be  made 
of  the  resistivity  of  the  earth  at  any  particular  point, 
and  if  then  a  measurement  be  made  of  the  voltage  drop 
between  two  points,  a  known  distance  apart,  within  this 
same  region  in  which  the  resistivity  has  been  measured, 
these  two  measurements  will  permit  a  calculation  of  the 
current  density  in  the  earth  in  the  region  immediately 
under  investigation.  The  new  method  described  below 
involves  something  of  the  principle  here  stated,  although 
in  its  actual  carrying  out  neither  the  resistivity  of  the 
earth  nor  the  true  potential  drop  between  two  points  is 
determined. 

The  principle  of  the  new  method  of  measuring  earth 
currents  can  best  be  understood  by  reference  to  Fig.  1, 
which  is  a  diagrammatic  illustration  of  the  elements  of 
the  apparatus.  Let  us  assume  that  the  pipe  (1)  of 
Fig.  1  is  discharging  current  in  all  directions  as  indi- 
cated by  the  arrows  (2).  Four  electrodes  (3,  4,  5  and 
6)  may  be  imbedded  in  the  earth  immediately  adjoining 
the  pipe,  on  whatever  side  the  current  intensity  is  to 
be  measured,  or  placed  against  the  wall  of  an  excava- 
tion made  near  the  pipe.  An  excavation  is  here  as- 
sumed tentatively  to  simplify  the  explanation  of  the 
principle  of  the  method.  It  will  later  be  shown  how  the 
method  can  be  applied  without  making  excavations  of 
any  kind.  For  convenience  these  several  electrodes  may 
be  mounted  on  a  single  insulating  frame  (7).  Two  of 
these  electrodes,  for  example  (3)  and  (6),  may  be 
connected  to  a  suitable  voltage  indicator  (10),  which 
need  not  read  in  any  particular  units. 

Suppose,  now,  a  current  (/o)  be  caused  to  flow  be- 
tween the  terminals  4  and  5  through  the  earth  from  the 
battery  (8),  which  current  will  be  measured  by  the 
ammeter  (9).  It  will  be  evident  that  this  current  dis- 
tributes itself  in  all  directions  through  the  earth  and 
produces  a  certain  voltage  drop  between  the  terminals 
3  and  6  due  to  the  resistance  in  the  earth  immediately 
surrounding  the  group  of  electrodes.  This  voltage  drop 
between  the  terminals  3  and  6  will  be  indicated  by  the 
voltmeter  (10)  and  will  be  proportional  to  the  current 
flowing  between  the  terminals  4  and  5  and  to  the  re- 
sistivity of  the  surrounding  earth.  If  £"„  is  the  voltage 
between  the  terminals  3  and  6  and  if  e„  is  the  corre- 
sponding deflection  of  the  voltage  indicator  (10)  we  have 

eo^KEo  (1) 

where  K  is  the  constant  of  the  voltage  indicator  (10) 
which  includes  the  effect  due  to  the  resistance  of  the 
leads  and  the  electrodes  3  and  6.  This  is  an  important 
consideration  and  will  be  discussed  later.  Further,  it 
will  be  seen  that  E.,  is  proportional  to  the  current  /o 
sent  between  the  electrodes  4  and  5  and  to  the  resistivity 
r  of  the  surrounding  earth,  or 

£•„  =AIor  (2) 

where  A  is  a  constant  depending  upon  the  geometrical 
arrangement  of  the  group  of  electrodes.  Substituting 
the  value  of  Eo  as  given  by  equation  (2)  in  equation 
( 1 ) ,  we  have 

e„  =  KAIor  (3) 

In  the  above  equation  it  is  assumed  that  the  voltage 
drop  across  the  terminals  3  and  6  is  due  solely  to  the 
current  sent  through  the  terminals  4  and  5.  In  order 
that  this  may  be  true,  conditions  must  be  such  that  no 
other  current  flowing  through  the  earth  at  the  time  the 


November  5,  1921 


Electric    Railway    Journal 


811 


measurement  is  made  will  in  any  way  affect  the  appa- 
ratus. For  the  present,  we  will  assume  that  this  is 
actually  the  case.  It  will  be  explained  later  how  this 
is  readily  realized  in  practice.  After  taking  the  above 
measurement  of  h  and  the  corresponding  »o,  the  cir- 
cuit of  the  battery  (8)  is  opened,  after  which  the  volt- 
age drop  (£",)  between  the  voltage  terminals  3  and  6 
would  be  due  solely  to  the  current  (i)  which  is  flowing 
through  the  earth,  or 

E,  =  irL  (4) 

where  L  is  the  distance  between  the  terminals  3  and  6, 
i  is  the  mean  current  density  in  the  region  between  the 
terminals  3  and  6,  and  r,  as  above,  is  the  resistivity  of 
the  earth. 

The  corresponding  deflection  of  the  instrument  (10) 
is  «,  and  we  will  have 

0^=KE,  =  KirL  (5) 

Dividing  equation  (3)  by  equation  (5),  we  have 
e„  _  KAIpV  _  Alp 
iL 


(6) 


(7) 


fl,       KirL 
Solving  equation  (6)  for  i,  we  have 

.        Ah», 

'=  T^ 

As  stated  above,  A  is  a  constant  depending  upon  the 
geometrical  form  of  the  electrode  group  (3,  4,  5  and  6). 
This  can  be  determined  once  for  all  for  a  given  electrode 
group  by  immersing  the  electrode  in  a  medium  such  as 
water  through  which  a  current  density  of  known  value 
is  sent.  Under  these  circumstances,  if  we  perform  the 
two  measurements  indicated  above  and  substitute  the 
values  in  equation  (7),  i  being  in  this  case  known,  we 
can  once  for  all  calculate  the  value  of  A,  and  as  soon  as 
the  distance   (L)   between  the  two  electrodes  3  and  6 

is  known,  the  proportional  factor  j    becomes  known. 

Calling  this  factor  R  for  brevity,  we  have 

i   =^'  (8) 

In  equation  (8),  i  is  the  current  per  unit  area,  or  the 
quantity  which  is  to  be  measured,  and  R  is  the  known 
constant. 

To  obtain  the  value  of  i,  we  have  therefore  to  per- 
form the  two  operations  mentioned  above,  namely,  to 
send  a  known  current  (/o)  through  the  two  electrodes 
4  and  5  and  at  the  same  time  measure  the  corresponding 
deflection  (»„)  of  the  instrument  (10),  this  being  done 
in  a  manner  described  below,  such  that  the  instrument 
(10)  will  not  be  affected  by  any  earth  current  other 
than  that  which  flows  from  the  battery  (8)  through  the 
terminals  4  and  5.  We  then  disconnect  the  battery 
(8)  and  measure  the  deflection  (»,)  of  the  instrument 
(10)  due  solely  to  the  earth  current  {i).  These  three 
values  (So,  h,  and  »,)  are  then  substituted  in  equation 
(8)  and  the  value  of  i  calculated. 

As  stated  above,  the  indication  of  the  voltage  indi- 
cator (10)  is  a  function  of  the  resistance  in  series  with 
its  leads,  and  therefore  of  the  resistance  of  the  elec- 
trodes 3  and  6  and  of  the  earth  immediately  surround- 
ing them.  In  practice  it  is  found  that  this  resistance 
is  often  very  high  and  quite  variable,  so  that  the  instru- 
ment (10)  does  not  in  general  give  a  true  value  of  the 
voltage  impressed  in  the  earth  between  the  two  elec- 
trodes 3  and  6,  and  often  not  even  an  approximation 
to  the  true  value.  It  will  be  observed,  however,  from 
equation  (6)  that  the  resistivity  (r)  of  the  earth  in 
the  region  in  which  the  test  is  being  made  and  the 


constant  {K)  of  the  voltage  indicator  (10)  disappear 
from  the  equation  from  which  the  earth  current  (t) 
is  calculated.  It  will  be  seen,  therefore,  that  in  making 
this  measurement,  neither  the  resistivity  of  the  earth, 
nor  the  true  value  of  the  voltage  drop  between  the  elec- 
trodes 3  and  6  need  be  known.  This  constitutes  one 
of  the  important  advantages  of  the  method  of  procedure 
hereinabove   described. 

Practical  Embodiment  of  the  Principle 

As  stated  above,  in  carrying  out  the  first  of  the  two 
operations  above  described,  it  is  essential  that  some 
arrangement  be  provided  whereby  the  deflection  (Sq) 
will  be  due  only  to  the  current  (/o)  which  flows  through 
the  terminals  4  and  5  and  will  not  be  influenced  by 
any  earth  current  already  flowing.  This  can  be  accom- 
plished in  a  very  simple  manner,  by  an  arrangement 
shown  in  Fig.  2,  which  shows  also  a  complete  wiring 
diagram  of  the  test  set. 

In  this  arrangement,  two  commutators  (11  and  12), 
mounted  on  the 
same  shaft,  are 
employed. 
These  commu- 
tators are  so 
mounted  on  the 
shaft  that  com- 
mutation takes 
place  on  both 
at  exactly  the 
same  instant, 
and  are  pro- 
vided with  a 
crank  whereby 
they  may  be  ro- 
tated by  hand 
at  a  suitable 
speed.  The 
commutator  11 
is  interposed 
between  the 
battery  (8) 
and  the  test 
terminals  4  and 
5,  while  the 
commutator  12  is  interposed  between  the  terminals  3 
and  6  and  the  voltage  indicator  (10).  It  will  be 
seen  that  an  alternating  current  flows  through  the 
earth  from  the  terminals  4  and  5  and  impresses  an 
alternating  voltage  on  the  terminals  3  and  6  which 
are  being  commutated  simultaneously  with  the  cur- 
rent through  the  leads  4  and  5  and  gives  rise  to  a 
unidirectional  voltage  on  the  voltage  indicator  (10). 
This  instrument  being  of  the  direct  current  type  will 
therefore  give  a  deflection  (Bq)  proportioiial  to  the  cur- 
rent (7o)  sent  through  the  terminals  4  and  5.  At  the 
same  time,  any  unidirectional  voltage  impressed  on  the 
terminals  3  and  6  due  to  an  earth  current  will  be  com- 
mutated so  frequently  that  it  will  exercise  no  appre- 
ciable effect  on  the  voltage  indicator,  and  hence  the 
reading  of  the  latter  will  be  just  the  same  as  if  for  the 
time  being  the  earth  current  to  be  measured  did  not 
exist.  After  the  measurement  of  the  current  (/o)  and 
the  deflection  (»o)  is  made  under  these  conditions,  a 
double-throw  switch  (13)  is  reversed,  which,  as  will  be 
seen  from  Fig.  2,  disconnects  the  battery  (8)  from  the 
terminals  4  and  5  and  at  the  same  time  eliminates  the 
commutator  12  from  the  circuit  between  the  electrodes 


New   Instrument   for  the   Measurement 
OF  Earth  Currents 


812 


Electric    Railway    Journal 


Vol.  58,  No.  19 


3  and  6  and  the  voltage  indicator  (10).  In  the  new 
position  of  the  switch  the  voltage  between  the  electrodes 
3  and  6  due  to  the  earth  current  (i)  will  produce  a 
corresponding  deflection  in  the  voltage  indicator  (10) 
which  is  then  read  as  the  value  e,.  These  three  values 
(ffo,  lo  and  »,)  are  then  substituted  in  equation  (8)  and 
the  value  of  the  earth  current  (i)  is  calculated  in  any 
desired  units,  depending  upon  the  value  of  the  constant 
(R)  used. 

Application  of  Instrument  to  Field  Testing 

The  electrode  group  (3,  4,  5  and  6)  mounted  on  the 
insulating  support  (7)  may  be  permanently  buried  in 
the  earth  in  the  region  in  which  it  is  desired  to  meas- 
ure the  earth  current  at  any  time,  or  the  four  electrodes 
may  be  placed  against  the  wall  of  an  excavation,  so  that 
all  four  terminals  make  contact  with  the  earth,  while 
a  measurement  of  current  intensity  in  the  earth  adjoin- 


Jiubber  insulation 
Copper  plait  drill  rod 


i  Copper  wiphatt 
electrolyte  with 
excess  copper  sulphate 
:ry5tats. 


Fie.  3 


ns.4 


F16.5 


•'^  topper  electrode         ;    Porous  wooden 
bake  lite  cup  "^ 

Fie.  6 


P^GS.  3  TO  6 — Details  of  Mounting  the  Four  Electrodes 

ing  the  wall  of  the  excavation  is  being  made.  The 
constant  (R)  of  the  instrument  will,  however,  be  differ- 
ent in  the  two  cases,  but  can  be  determined  once  for  all 
for  the  two  types  of  measurements.  In  most  cases, 
however,  where  it  is  desired  to  measure  the  current 
density  discharged  from  a  pipe  at  any  given  point,  it  is 
unnecessary  to  make  an  excavation.  For  measurements 
of  this  kind,  a  special  type  of  four-terminal  electrode 
has  been  designed  which  can  be  placed  down  in  a  hole 
extending  from  the  surface  of  the  earth  to  the  pipe,  as 
shown  in  Fig.  3.  This  hole  may  be  made  by  means  of 
an  auger,  or  by  simply  driving  a  pipe  or  rod  of  suitable 
size  into  the  earth,  and  then  removing  the  rod  from 
the  hole.  The  four  electrodes  (8,  4,  5  and  6)  are  then 
put  down  in  this  hole  and  the  measurement  is  made  in 
exactly  the  same  manner  as  described  above. 

This  method  of  measurement  can  be  used  effectively 
for  making  rapid  determinations  of  leakage  current 
from  the  pipe  at  any  point.  Numerous  experiments 
have  shown  that  when  a  pipe  is  buried  at  an  ordinary 
depth  of  several  feet,  which  is  relatively  large  in  com- 
parison with  the  distance  between  the  four  electrodes 
and  also  the  radius  of  the  pipe,  the  current  discharged 
in  a  vertical  direction  upward  in  the  vicinity  of  the 
electrodes  is  substantially  the  same  as  that  discharged 
vertically  downward  or  tcward  either  side,  so  that  in 
general  it  is  not  necessary  to  measure  the  current 
density  on  more  than  one  side  of  the  pipe,  and  it  is 
most  convenient  to  measure  it  in  a  vertical  direction 
upward,  as  in  the  manner  just  indicated.    The  method 


can  be  used,  however,  to  explore  the  current  distribu- 
tion on  practically  all  sides  of  the  pipe,  without  making 
any  excavations,  other  than  merely  driving  small  holes, 
on  either  side  to  the  pipe. 

In  order  to  use  this  method  of  placing  four  electrodes 
down  in  a  hole,  it  is  necessary  to  use  a  special  form 
of  mounting  of  the  electrodes.  A  very  suitable  and 
practicable  method  is  shown  in  Fig.  4.  The  electrode 
(3)  is  mounted  on  a  flexible  rod  (14)  of  some  elastic 
material,  such  as  spring  steel,  which  should  be  elastic 
enough  to  permit  it  to  be  displaced  about  an  inch  or 
more,  without  the  rod  taking  a  permanent  set.  Sim- 
ilarly, electrodes  4,  5  and  6  are  connected  separately 
to  the  elastic  rods  (15,  16  and  17),  these  rods  being 
spaced  apart  sufficiently  so  that  in  actual  use  they  do 
not  make  contact  with  each  other.  These  elastic  rods 
are  mounted  in  an  insulating  bushing  (18),  which  is 
set  in  a  suitable  tube  (19),  preferably  of  metal.  An 
extension  of  the  rod  (17)  is  provided,  so  that  the  lower 
electrode  will  always  come  automatically  to  a  predeter- 
mined distance  from  the  pipe.  Wires  are  brought  up' 
through  this,  tube  to  the  surface  and  the  measurements 
made  after  the  manner  shown  in  Fig.  2.  In  practical' 
use,  the  tube  (19)  carrying  the  four  electrodes  (3,  4, 
5  and  6)  is  inserted  in  the  hole  leading  down  to  the 
pipe  to  the  proper  depth  as  shown  in  Fig.  5,  and  the  top 
of  the  rod  is  pulled  sideways  in  the  direction  of  thfr 
arrow  (20)  using  the  collar  of  the  hole  (21)  as  a 
fulcrum,  so  that  the  four  electrodes  (3,  4,  5  and  6)  are 
caused  to  press  independently  of  each  other  against  the 
wall  of  the  hole,  thus  securing  reliable  contact  with  the 
earth.  It  is  necessary  that  the  steel  rods  on  which  the 
four  electrodes  are  mounted  be  thoroughly  insulated" 
and  preferably  also  copper  plated  in  order  to  eliminate- 
disturbances  due  to  galvanic  action. 

The  electrodes  (4  and  5)  through  which  the  test  cur- 
rent is  sent  from  the  battery  in  the  first  part  of  the- 
test  can  be  made  from  any  ordinary  metal,  such  as  iron- 
and  copper.  The  electrodes  3  and  6,  however,  should 
be  made  on  the  well-known  principle  of  the  non- 
polarizable  electrode  developed  by  Professor  Haber,  that 
is,  they  should  comprise  a  cup  having  an  electrode  at  the 
base  of  copper,  the  cup  being  filled  with  a  concentrated 
solution  of  copper  sulphate.  This  electrolyte  is  con- 
fined in  the  cup  by  a  stopper  of  wood  or  other  porous- 
material.     Fig.  6  shows  a  typical  form. 

The  illustration  on  page  811  shows  a  portable  test 
set  in  which  are  mounted  in  compact  form  the  battery 
(8),  the  ammeter  (9),  the  voltage  indicator  (10),  the 
double  commutator  (11-12),  and  the  double-throw 
switch  (13).  The  illustration  on  page  813  shows  a 
portable  four-terminal  electrode.  In  this  design  the 
handle  has  a  joint  in  the  middle,  so  that  it  can  be  folded 
during  transportation.  The  cut  on  page  809  shows  the 
apparatus  in  use,  with  one  man  operating  the  test  set, 
an  assistant  holding  the  rod  in  test  hole  over  the  pipe. 

Test  Data  Prove  Effectiveness  of  Instrument 

The  number  of  holes  that  have  to  be  driven  for  test- 
ing a  pipe  line  depends  upon  the  minuteness  with  which 
it  is  desired  to  analyze  the  current  distribution  on  the 
pipe.  Numerous  investigations  have  shown,  however, 
that  for  ordinary  purposes  the  driving  of  a  hole  about 
every  fifty  to  a  hundred  feet  is  sufficient  to  give  a  good 
indication  as  to  the  general  electrolysis  conditions  pre- 
vailing on  the  pipe,  and  in  many  cases  a  much  larger 
spacing  may  be  used.  In  the  case  of  some  pipe  lines 
that  have  been  investigated  in  which  holes  were  driven 
every  ten  feet  along  the  line,  it  was  found  that  the 


November  5,  1921 


Electric    Railway    Journal 


813 


electrolysis  condition  of  the  pipe  as  deduced  from  the 
readings  of  every  fifth  or  tenth  hole  was  substantially 
the  same  as  that  arrived  at  from  the  consideration  of 
the  readings  taken  in  every  hole.  In  the  case  of  an 
experimental  installation  in  Washington,  D.  C.,  a  dead 
end  length  of  8-in.  pipe,  about  900  feet  in  length,  was 
insulated  from  the  main  network  by  means  of  two 
insulating  joints.  A  definite  leakage  current  was  then 
impressed  upon  the  pipe  and  this  was  measured  first  by 
using  the  earth  current  meter  in  a  series  of  holes  spaced 
twelve  feet  apart  along  the  entire  length  of  pipe.  This 
data  was  then  worked  up  in  several  ways.  First,  the 
total  leakage  current  was  calculated  from  the  measure- 
ments in  every  hole,  then  by  using  the  data  in  every 
other  hole,  then  in  every  third  hole,  and  so  on.  The 
results  of  these  calculations  are  given  herewith: 


Every 
Hole 

1.12450 


Every 
Other 
Hole 

1. 118 


Every 
Third 
Hole 

1.2402 


Every 

Fourth 

Hole 

r.26 


Every 
Sixth 
Hole 

1.0282 


Every 

Eighth 

Hole 

1.1544 


Every 

Tenth 

Hole 

1.391 


From  this  table  it  will  be  seen  that  the  leakage  cur- 
rent as  calculated  in  the  several  ways  does  not  differ  to 
any  large  extent  from  the  figures  obtained  by  using 
the  data  taken  at  every  hole.  It  is  evident,  therefore, 
that  for  most  purposes  an  infrequent  spacing  of  the 
holes  would  meet  the  practical  requirements.  Of  course, 
where  large  pipe  lines  of  another  system  cross  the 
line  under  test,  it  is  desirable  to  place  the  holes  a  little 
closer  together,  near  the  crossing,  since  the  condition  of 
the  pipe  may  change  greatly  within  the  distance  of  25 
to  50  feet  at  such  crossings.  Experience  has  shown 
that  the  number  of  holes  required  for  testing  is  not  such 
as  to  make  the  method  expensive  to  apply  wherever 
pipes  of  any  impoi-tance  are  under  investigation. 

It  is  well  to  have  clearly  in  mind  just  what  current 
is  measured  by  this  apparatus.  This  current  is  the 
mean  current  per  unit  area,  as  for  instance  per  square 
centimeter,  or  per  square  inch  in  the  earth  in  a  small 
region  immediately  surrounding  the  center  of  the  four- 
electrode  group.  A  good  approximation  will  be  had  by 
stating  that  it  gives  the  mean  current  density  through- 
out the  volume  of  a  sphere  having  a  diameter  approxi- 
mately equal  to  the  distance  between  the  two  potential 
electrodes  of  the  four-electrode  group.  It  will  thus  be 
seen  that  by  using  electrodes  of  very  small  size  the  cur- 
rent density  in  a  very  small  volume  of  earth  can  be 
studied.  By  the  use  of  electrodes  an  inch  or  an  inch 
and  a  half  apart,  the  mean  current  density  in  a  sphere 
as  small  as  three  or  four  inches  in  diameter  can  be 
definitely  determined.  For  most  ordinary  purposes, 
however,  it  is  found  desirable  to  use  a  two-  or  three- 
inch  spacing  of  the  electrodes,  in  which  case  we  secure 
the  mean  current  density  in  a  volume  of  perhaps  half 
a  cubic  foot  of  earth  immediately  surrounding  the 
center  of  the  electrode  group. 

It  would  be  very  desirable  in  many  cases,  in  addi- 
tion to  the  average  current  intensity  in  the  space  sur- 
rounding the  electrodes,  to  know  the  distribution  of  the 
current  at  the  surface  of  the  pipe,  because  it  is  the 
irregularities  in  this  current  distribution  which  gives 
rise  to  the  well-known  pitting  of  the  pipe.  The  simple 
procedure  described  above  does  not  give  information  as 
to  whether  the  current  is  uniformly  distributed  at  the 
pipe  surface.  It  is,  however,  possible  by  the  use  of  a 
modified  type  of  electrode,  to  get  considerable  informa- 
tion on  this  point. 

In  the  foregoing  discussion  it  will  be  observed  that 
equation  (3)  involves  the  resistivity  (r)  of  the  earth. 


If  the  constant  (K)  of  the  voltage  indicator  (10)  is 
known,  the  constant  (A)  being  known,  the  instrument 
permits  a  direct  calculation  of  the  resistivity  of  the 
earth.  The  constant  (K)  of  the  voltage  indicator  (10) 
will  be  known  provided  the  resistance  of  this  circuit 
is  sufficiently  high  to  obscure  the  effects  due  to  drop 
of  voltage  in  the  electrodes.  The  test  set  as  made  up  is 
provided  with  a  switch  whereby  a  megohm  or  more  of 
resistance  can  be  inserted  in  series  with  the  voltage 
indicator.  When  this  is  done,  the  resistance  of  the 
electrodes  becomes  negligible  and  the  instrument  can 
be  used  directly  as  a  very  rapid  and  convenient  means 
of  measuring  earth  resistivity.  It  is  the  only  prac- 
ticable instrument  for  making  such  resistivity  measure- 
ments of  the  earth  in  position  without  disturbances 
of  any  kind  and  will  undoubtedly  have  a  great  many 
applications  for  this  purpose. 

At  the  present  time,  investigations  are  under  way 
looking  to  the  comparison  of  test  results  obtained  by 
this  new  method  with  those  obtained  by  the  older  meth- 
ods of  voltage  surveys,  with  a  view  of  determining  to 
what  extent  the  data  taken  in  previous  years  may  yield 


Complete  Outfit  Ready  for  the  Field 

valuable  deductions  when  interpreted  in  the  light  of  in- 
formation revealed  by  the  new  method.  It  is  hoped  in 
this  way  greatly  to  increase  the  value  of  records  of 
tests  that  have  been  made  in  years  past.  Also  it  is 
planned  to  make  very  thorough  and  extensive  investiga- 
tions by  the  new  method  in  numerous  localities,  in  some 
of  which  electrolysis  damage  is  known  to  be  very  great, 
and  in  other  cases  in  which  it  is  known  that  pipes  have 
not  suffered  materially  over  a  period  of  years.  Such 
investigations  when  completed  will  be  of  considerable 
value  in  permitting  the  drawing  of  definite  and  unques- 
tionable conclusions  from  future  tests. 

The  voltage  indicator  (10)  used  in  this  test  set  has 
to  be  of  very  special  design  to  have  an  extremely  high 
current  sensitivity.  The  instrument  used  gives  a  full 
scale  deflection  for  one  microampere,  and  was  designed 
and  built  especially  for  this  apparatus  by  the  Rawson 
Electrical  Instrument  Company  of  Cambridge,  Mass., 
which  company  is  now  manufacturing  the  complete  sets. 

This  instrument  has  been  in  use  for  some  time  at  the 
Bureau  of  Standards,  where  it  has  been  subjected  to 
careful  tests  and  experimental  work,  and  has  been  found 
to  be  a  very  convenient,  economical,  and  accurate  means 
of  measuring  the  current  intensity  discharged  from 
buried  pipes.  The  instrument  has  also  been  used  in  a 
number  of  instances  in  practical  electrolysis  testing,  and 
has  been  found  very  well  adapted  for  use  under  practical 
conditions.  By  the  use  of  this  instrument,  information 
can  be  had  showing  far  more  definitely  the  actual  elec- 
trolysis conditions  prevailing  on  any  particular  point 
than  it  is  possible  to  secure  by  any  other  means  hereto- 
fore available.  The  results  of  tests  by  this  instrument 
are  not  subject  to  the  very  large  factors  orf  uncertainty 
in  interpretation  as  those  obtained  by  the  usual  meth- 
ods of  electrolysis  testing. 


814 


Electric    Railway    Journal 


Vol.  58,  No.  19' 


Railway  Situation  in  Berlin 


Large  Reductions  in  Operating  Expense  Made  Necessary  by  Present  Conditions  Have  Been  Effected  by' 
Consolidation  of  the  Various  Street  and  Suburban  Lines  in  Greater  Berlin  and 

by  Improving  Traffic  Conditions 


By  Eugene  Eichel 

Consulting  Engineer.  Berlin,  Germany 


THROUGH  a  combination  of  all  the  railway  sys- 
tems of  greater  Berlin  the  management  has  been 
able  to  introduce  large  economies.  The  electric 
supply  and  feeder  system  has  been  rearranged  by  shut- 
ting down  a  number  of  small  generating  stations  and 
by  directing  the  current  supply  to  the  most  advanta- 
geous feeding  point.  Expenses  for  current  and  feeder 
copper,  for  station  attendants  and  for  the  supplies  nec- 
essary for  maintenance  have  been  diminished.  Large 
savings  have  also  been  effected  by  a  rearrangement 
of  the  service,  which  was  found  desirable  from  a  study 
of  well-kept  statistics  on  the  density  of  traffic  and  the 
idle  cars  during  various  hours  of  the  day. 

The  entire  network  of  lines  is  being  scientifically  in- 
vestigated and  lines  which  duplicate  service  or  compete 
with  each  other  are  being  scrapped.  Various  radial 
lines  are  being  interconnected  and  the  number  of  stops 
reduced.  Service  to  the  outlying  districts  of  the  city 
is  being  decreased  by  introducing  fifteen-thirty-minute 
service  during  a  large  part  of  the  day. 

An  attempt  is  being  made  to  standardize  the  equip- 
ment as  much  as  possible,  but  this  is  very  difficult  at 
present.  A  large  number  of  the  smaller  systems  have 
tracks  constructed  to  the  narrow  1  meter  gage,  and  all 
are  equipped  for  bow  current  collection.  As  a  very 
large  part  of  the  system,  or  that  formerly  belonging  to 
the  Grosse  Berliner  Strassebahn,  is  arranged  for  trolley 
wheel  service,  the  consolidation  has  made  it  necessary  to 
rebuild  the  smaller  lines  now  provided  with  bow  current 
collection,  because  it  would  be  too  expensive  to  change 
the  equipment  of  the  old  Grosse  Berliner.  The  bow  col- 
lector is  considered  superior  to  the  trolley  wheel  in 
Germany  and  the  trolley  wire  installation  is  being  re- 
newed in  such  a  manner  that,  with  more  prosperous 
times,  it  can  be  used  for  bow  collection  also. 

Repair  Shops  Are  Consolidated 

Another  large  saving  is  expected  from  the  consolida- 
tion and  rearrangement  of  the  main  repair  shops.  Old 
equipment  is  being  scrapped  and  replaced  by  up  to 
date  machinery  and  aft  efficient  repair  force  is  being 
organized.  A  large  number  of  the  men  previously  used 
received  subsidies  for  returning  to  the  country  and 
working  as  farm  help.  Small  farmers  are  enabled  to 
purchase  small  plots  with  government  money,  which 
is  received  in  a  lump  sum,  and  war  invalids  are  thus 
induced  to  live  a  healthy  farm  life  rather  than  to  in- 
crease the  large  number  of  city  population,  which  at 
present  groans  under  the  lack  of  proper  accommoda- 
tions and  insufficient  and  cheap  food. 

Quite  a  number  of  streets  are  being  repaved. 
Asphalt  pavement  is  relaid  in  a  small  number  of  in- 
stances, but  the  standard  pavement  used  is  of  granite, 
at  least  as  far  as  railway  track  is  concerned.  Track 
repairs  are  made  by  means  of  inserts  electrically  welded 
to  the  old  rails.  Worn-out  .ioints  are  sawed  and  re- 
placed. New  rails  are  installed  in  but  rare  cases. 
These  are  most  generally  welded  by  the  Thermit  system. 


The  use  of  electric  rather  than  air  brakes  will  also 
produce  economies  in  operation.  The  air  brakes  used 
in  Germany  have  axle  compressors,  which  are  very 
costly  to  maintain,  require  a  large  amount  of  oil  and 
wear  out  very  rapidly.  An  idea  of  the  cost  of  main- 
taining this  equipment  may  be  gained  from  the  fact 
that  the  Grosse  Berliner  could  have  paid  1  per  cent 
more  dividends  in  1913  if  electric  instead  of  air  brakes 
had  been  used,  and  at  that  time  wages,  material  and 
oil  were  very  much  lower  in  cost  than  they  are- 
at  present.  All  new  cars  and  as  many  of  the  rebuilt 
cars  as  possible  are  being  equipped  with  motors  of 
sufficient  capacity  so  that  they  can  safely  be  used  with 
electric  rheostatic  braking. 

Safety  Cars  to  Be  Introduced 

An  investigation  is  now  being  made  of  the  advan- 
tages  of  introducing  one-man  safety  cars.  The  inten- 
tion is  to  start  with  ten  of  these  cars  operating  on 
lines  at  the  outskirts  of  the  city.  The  difficulties  ex- 
■pected  from  the  introduction  of  this  class  of  service 
appear  rather  large.  First,  politics  will  play  a  consid- 
erable part,  as  the  reduction  of  men  from  the  use  of 
one-man  cars  is  not  favored  by  the  Social  Democrats, 
and  this  party  has  a  large  amount  to  say  in  the  City 
Hall.  Secondly,  the  public  in  Berlin  is  not  as  patient 
as  the  American  public,  due  to  the  present  poor  nour- 
ishment received  and  the  nervous  strain  of  the  war. 
These  effects  have  made  them  rather  quarrelsome.  The 
third  difficulty  is  that  of  fare  collection.  At  present 
there  is  plenty  of  dirty  and  sticky  worn  and  torn 
paper  money  in  Germany,  but  no  hard  cash.  Thus  the 
use  of  a  fare  box  appears  to  be  a  rather  hard  problem 
to  solve.  The  use  of  metal  tokens  might  be  considered, 
but  tokens  in  Germany  must  be  manufactured  out  of 
cheap  material,  such  as  tin,  iron,  zinc  or  aluminum. 
Nice  clean  German  silver  coins  are  too  expensive. 

In  addition  to  the  introduction  of  safety  cars,  the 
use  of  trackless  trolleys  on  some  of  the  outlying  lines 
is  being  considered.  The  present  indications  are  that 
these  will  be  used  as  feeders  for  existing  lines  and  as 
a  substitute  for  any  extensions  required. 

Some  additional  means  which  are  being  introduced 
for  increasing  the  income  includes  an  increase  in  fare 
to  1  mark,  against  10  pfennig  previously  used.  Due 
to  the  present  depreciated  value  of  the  mark,  this  has 
a  somewhat  less  buying  value  than  the  10  pfennig  of 
peacetime.  A  transfer  system  has  also  been  introduced 
in  an  attempt  to  increase  travel.  A  transfer  ticket 
can  be  purchased  for  li  marks  and  can  be  used  on  any 
connecting  lines  within  two  hours  after  its  purchase. 
Of  course,  the  use  of  a  transfer  so  as  to  enable  the 
passenger  to  return  directly  or  indirectly  to  the  start- 
ing point  is  prohibited.  Tickets  for  eight  rides  are 
also  issued,  but  no  discount  is  given  to  the  purchaser, 
as  was  the  former  practice.  The  use  of  such  tickets 
speeds  up  operation  by  the  faster  collecting  of  fares  and 
through  the  decrease  in  small  change  difficulties  effected. 


November  5,  1921 


Electric    Railway    Journal 


815 


During  the  war  a  rather  extensive  parcel  mail  system 
was  introduced  for  carrying  parcels  from  the  depot  to 
the  post  office  and  vice  versa.  This  system  has  now 
been  enlarged  and  results  in  a  profit  of  about  1,000,000 
marks  to  the  post  office  and  6,000,000  marks  to  the 
street   railway.      The   cars    used    for   this    service    are 


road  Commission  and  by  the  Prussian  Government 
Railroad.  Before  the  war  the  electric  roads  were  not 
allowed  to  carry  freight,  as  the  governing  bodies  were 
afraid  that  their  own  freight  business  would  be  dimin- 
ished. Previous  regulations  of  the  government  rail- 
roads also  prevented  the  use  of  advertisements  on  the 


Mi 

'  '1  ¥  m^H  ^^Ku 

^^^H 

..^ '■p^^^^^^^ 

hS^ 

PUc 

H                             flE 

hMH 

WM  "      ^  j^ '  ^^H| 

H    ^*J 

i^^_^^^j.i|HI 

HP^."^.  ■'^'yW^^^&^'''-rc^ 

^,      ,  ,„     „  TYPES  OF  STOP  INDICATORS  COMBINED  WITH  ADVERTISING  SPACE 

•t.f^^oi'  -tl    P\  ^°^^  inclosed   by   a  light  angle-iron   framework 
xr      o  ^''*'  plates,  enameled  with  different  colors 

xt"'  o  Column  of  triangular  shape,  with  enameled  plates 

NO.  i.  Square  shape  column,  with  enameled  plates 

No.       4.  flrHir)Qt.-V7      cti^v.      rirtl.^     n.I^V.       .,1 i     i _l_i_ 

numbers 


..     ij^iuaic  Bimpe  column,  wicn  enameled  plates 

?™'"i\''y  stop  pole  with  sheet-iron  plates  indicating  th« 
l^tt»,.=  LSn  tl ''"■;?,  P^t^'"«^-  ,  One  side  is  painted  white  with  black 
letter^n  '^  khaki  colored  background  with  black 

i„^°'.  ^'     ^^°?  P'2l°  ^'*  ",'^*'*^  angle-iron  framework  for  support- 
mg  glass  plates  illuminated  from  inside  by  storage  battery  lamps. 


No.  6.     Type  similar  to  No.  5,  but  using  a  trolley  pole  base. 

No.  7.  Square  column  with  the  lower  part  covered  by  sheet-iron 
plates  and  the  upper  part  by  glass  plates,  which  can  be  illuminated 
from  the  inside. 

No.  8.     Same  type  as  No.  7,  but  more  artistic. 

No.  9.  Same  type  as  No.  7,  but  of  a  hexagonal  shape,  which 
requires  little  space  at  the  sidewalk  and  gives  more  space  for 
views  by  the  passing  public.  The  top  is  crowned  by  a  glass  cupola 
containing  a  lamp  with  a  filament  of  H-shaped  aluminum  plate 
which  can  be  dimmed. 


antiquated  motor  cars  and  open  summer  cars.    Windows 
and  entrances  are  nailed  shut  with  lattice  boards. 

An  attempt  is  also  being  made  to  start  a  substantial 
freight  business.  Certain  classes  of  business  located 
in  central  Berlin  have  large  factories  in  the  suburbs. 
The  transportation  of  raw  materials,  semi-finished  and 
finished  goods  is  now  made  principally  by  autotruck. 
The  electric  railways  are  catering  for  this  business, 
particularly  as  a  night  freight  service.  The  Berlin 
electric  railway  is  supervised  by  the  Government  Rail- 


exterior  of  car  windows,  as  it  was  felt  that  accidents 
might  result.  Now,  however,  they  are  less  particular 
and  allow  advertisements  and  the  city  cars  have  large 
advertisements  on  the  roofs,  dashboards  and  also  sand- 
blasted on  windows.  This  is  in  addition  to  the  ordinary 
car  advertising  cards  used  inside. 

A  new  source  of  revenue  is  also  being  exploited, 
which  consists  of  the  use  of  stop  indicators.  These 
indicate  not  only  the  place  where  cars  stop  but  also 
the  sign  number  of  the  lines  passing  this  place,  the 


■816 


Electric    Railway    Journal 


Vol.  58,  No.  19 


extent  of  these  lines  and  the  time  of  the  first  morning 
and  last  evening  car.  A  number  of  different  stop 
indicators  have  been  develoi)ed  and  the  increased  reve- 
nue comes  from  the  use  of  advertisements  at  these 
locations.  Advertisers  consider  the  stopping  place  as 
an  excellent  location  for  their  advertisements,  as,  while 
waiting  for  a  car,  the  passenger  has  time  for  looking 
over  the  various  advertising  display.  Approximately 
three  hundred  of  these  advertising  column-stop  indica- 
tors are  now  in  use.  The  advertisements  are  displayed 
on  glass  so  that  they  can  be  lighted  in  the  dark  from 
the  inside  of  the  column.  In  addition  to  proving  an 
effective  means  for  displaying  the  advertisement,  it 
also  enables  passengers  to  locate  the  various  stops 
readily,  as  the  illuminated  indicators  can  be  seen  for  a 
considerable  distance. 

Before  the  war  there  was  considerable  traffic  in  gaso- 
line and  horse-drawn  buses.  Due  to  the  high  operating 
•cost  and  the  scarcity  of  rubber  for  tires,  many  of  these 
were  forced  out  of  business  where  they  were  operated 
by  men  of  small  means.  The  Grosse  Berliner  purchased 
.a  large  amount  of  stock  in  an  omnibus  corporation  be- 
fore the  war.  This  is  now  owned  by  the  city,  so  that 
the  city  now  controls  this  traffic.  The  intention  is  to 
increase  this  bus  service  and  use  it  through  streets 
which  have  no  electric  railway  facilities.  A  new  electro- 
bus  concern  is  also  being  advocated,  if  suitable  arrange- 
ments can  be  made  with  the  city. 

Subways  and  Elevated  Roads  in  Berlin  Are 
Expensive  Projects 

The  city  also  owns  a  block  of  stock  in  the  Berlin 
Elevated  and  Subway  Railroad,  Which  has  a  pre-war 
concession  for  a  system  of  feeder  lines.  The  elevated 
•earns  a  reasonable  dividend,  but  has  to  return  about 
■3,000,000  marks  annually  to  the  city.  The  cities  of 
Schoenberg  and  Wilmersdorf  built  rather  expensive 
subways  for  developing  real  estate  values.  These  have 
been  leased  to  the  Berlin  Elevated,  so  that  this  latter 
road  now  has  to  pay  about  4,000,000  marks  annually 
to  the  city,  due  to  the  operating  contract.  In  conse- 
quence, the  subway  service  results  in  a  loss  of  about 
1,000,000  marks  per  year.  This,  of  course,  prevents 
extensions  which  were  planned  before  the  war  from 
being  completed.  One  of  these,  called  the  "North- 
South"  Subway  of  Berlin  city,  while  nearly  completed, 
has  an  important  part  still  to  be  built.  This  runs  close 
to  the  surface  in  Friedrich  Street  and  its  uncompleted 
condition  is  proving  a  great  obstacle  to  traffic  through 
this  street  and  many  requests  for  a  speedy  completion 
are  being  received.  When  this  is  completed  it  will 
use  800  volts  direct  current  instead  of  1,200  volts, 
which  were  previously  decided  on.  This  is  the  same 
voltage  used  by  the  existing  Berlin  Elevated  road  and 
a  uniform  voltage  "will  facilitate  the  exchange  of  roll- 
ing stock  on  the  various  lines.  Another  system  called 
the  "A.E.G.  Subway,"  on  which  construction  was  started 
before  the  war,  is  in  very  bad  condition  and  it  appears 
commercially  impossible  to  continue  the  work  of  con- 
struction. The  city,  however,  feels  that  the  building 
of  these  various  suljways  should  be  continued,  in  order 
to  provide  work  for  a  large  amount  of  unskilled  labor, 
as  well  as  to  better  traffic  conditions  along  the  highways 
where  open  pits  and  fences  interfere  with  traffic.  Also 
their  completion  would  increase  traffic  facilities  to  a 
considerable  extent.  The  city  attempted  to  force  the 
corporation  to  continue  this  work,  but  a  court  decision 
■was  rendered  to  the  effect  that  the  corporation  could 


not  be  held  responsible  for  contracts  entered  into 
before  the  war.  The  city  and  operating  corporation 
are  now  negotiating  in  regard  to  subsidies  which  it 
is  thought  will  help  the  undergound  corporation  to 
finish  the  tunnels. 

The  oldest  elevated  in  Berlin,  called  the  "Berliner 
Stadt-Ring  und  Vororbahn,"  which  can  be  translated 
as  the  Berlin  city,  circular  and  suburban  railway,  still 
uses  steam  locomotives.  This  system  is  operated  by 
the  government  at  a  very  cheap  rate  of  fare,  which 
is  still  further  decreased  by  the  use  of  monthly  tickets 
sold  at  very  low  rate.  As  a  result,  this  enterprise  has 
never  paid  and  now  costs  millions  of  marks  to  operate. 
These  losses  increase  the  burden  of  the  population  as 
the  deficit  of  the  government  railroad  must  be  borne 
by  the  taxpayers,  and  in  addition  the  low  fares  charged 
result  in  a  very  undesirable  competition  with  the 
municipal  roads.  The  government  and  city  are  now 
endeavoring  to  come  to  a  working  agreement  in  regard 
to  fares,  transfers  and  other  details,  which  may  include 
the  electrification  of  this  road. 

The  Chief  Commissioner  of  Berlin  Traffic  Utilities 
not  only  has  control  over  the  rapid  transit,  street  rail- 
ways, buses  and  cab  traffic  but  also  over  the  municipal 
traffic  utilities,  which  include  the  street  cleaning  and 
house  refuse  department  and  the  traffic  on  the  various 
waterways.  These  latter  are  quite  important,  due  to 
their  use  for  carrying  bulk  freight,  such  as  coal,  brick, 
lumber  and  other  building  material,  and  also  for  use 
in  transporting  agricultural  products,  such  as  fruit, 
vegetables  and  the  like.  An  attempt  is  being  made  to 
increase  the  income  of  the  street  railway  system  through 
connections  with  the  various  harbors  by  spur  tracks. 
This  would  facilitate  the  exchange  of  goods  from  and 
to  the  harbors  and  should  also  result  in  a  saving  to 
shippers. 


Valtellina  Railway  Is  Extended* 

Famous  Three-Phase  Railway  Now  Operates  to  Monza,  a 
Short  Distance  from   Milan — Road  Adopts  New 
Trolley  Suspension — Details  of  New  Loco- 
motive— ^Tests  Show  Satisfactory 
Operation* 

THE  Valtellina  Railway  may  be  considered  the  father  of 
trunk  line  electrified  roads  in  Europe.  The  fuel  scarcity 
was  always  felt  in  Italy,  and  this,  combined  with  the  abun- 
dance of  water  powers,  was  no  doubt  responsible  for  early 
and  exhaustive  tests  with  electric  traction.  In  the  begin- 
ning the  Italian  engineers  adopted  the  three-phase  system, 
because  at  that  time  the  three-phase  induction  motor  was  the 
only  reliable  railway  motor  in  existence  other  than  the  low- 
voltage  d.c.  motor.  The  system  originally  installed  by 
Ganz  &  Company  of  Budapest  has  been  develojied  and  im- 
proved to  give  the  system  of  today,  which  represents  a  very 
high  standard  in  electrified  operation,  although  rather  costly 
from  an  installation  standpoint.  To  abandon  the  three- 
phase  system  in  favor  of  a  possibly  better  one  would  result 
in  a  tremendous  loss  of  time,  valuable  experience  and  money. 
The  Valtellina  road  is  not  only  of  great  technical  and 
historical  interest  but  also  is  one  of  the  electrifications  that 
represents  an  extremely  good  solution  of  a  difficult  traffic 
problem.  The  road  was  built  in  1902,  and  many  articles 
have  been  published  previously  describing  its  equipment. 
The  total  length  of  the  road  is  at  present  65.7  miles  and 
is  single  track  throughout.  It  is  the  connecting  link  between 
Milan  and  several  famous  Alpine  summer  resorts.  Its  main 
traffic  consists  of  tourists,  freight  transportation  never  being 
of  great  importance.     The  road  passes  over  a  very  moun- 

•Dr.  E.  Huldschiner  contributes  to  Elektrotechnische  ZeitschrVt, 
issues  of  Marcli  26  and  June  2,  1921,  an  article  on  a  recent  exten- 
sion of  tile  Valtellina  Railway.  From  this  article  the  facts  here- 
with are  taken. 


November  5,  1921 


Electric    Railway    Journal 


817 


tainous  territory;  about  one-third  of  the  line  passes  through 
tunnels,  one-half  of  it  is  in  curves,  and  there  are  grades 
on  the  system  as  great  as  2.2  per  cent.  All  of  the  original 
equipment  was  furnished  by  Ganz  &  Company.  Two  hydro- 
electric power  stations  supply  three-phase  power  at  15  cycles 
and  generate  directly  at  20,000  volts. 

Originally  there  was  only  one  feeder  line  parallel  to  the 
road,  but  many  interruptions  of  the  service,  due  to  the 
breakdown  of  the  feeder,  forced  the  road  to  install  a  second 
parallel  three-phase  feeder  consisting  of  three  copper  wires, 
each  about  0.4  in.  in  diameter  (160,000  circ.mil),  suspended 
on  seamless  steel  tube  masts.  Along  the  tracks  are  dis- 
tributed nine  transformer  stations,  each  containing  one 
300-kva.  three-phase  transformer,  which  reduce  the  feeder 
supply  voltage  of  20,000  to  the  trolley  voltage  of  3,000. 
These  transformers  are  of  a  very  liberal  design  and  will 
withstand  for  short  periods  500  per  cent  overload  or 
1,500  kva. 

Original  Suspension  and  Equipment 

Two  No.  0  copper  wires  suspended  19  ft.  6  in.  above  the 
rails  constitute  the  old  trolley  line.  The  wires  are  held  in 
movable  insulators  made  of  Ambroin  (a  material  similar  to 
Bakelite).  These  insulators  are  held  on  a  steel  wire  between 
two  porcelain  insulators. 

The  original  rolling  stock  consisted  of  two  locomotives  and 


Sta.xdard  Overhead  Construction  for  Three-Phase   Lines — 
Italian  State  Railway 

ten  motor  cars,  but  this  equipment  proved  inadequate  at  the 
end  of  the  first  year  of  operation,  and  three  new  type  locomo- 
tives were  installed  of  the  1-C-l  type.  In  1906  four  more 
Ganz  locomotives  and  three  Brown-Boveri  locomotives  were 
added.  From  year  to  year  the  traffic  grew  denser,  until  in 
1914  the  normal  daily  schedule  consisted  of  thirty-nine  pas- 
senger and  forty-nine  freight  trains. 

Details  of  the  New  Extension 

The  new  extension  of  the  line  from  Lecco  to  Monza  has 
a  length  of  23.1  miles,  4.3  miles  of  which  is  double  track. 
This  extension  brings  the  Valtellina  system  to  within  8.6 
miles  of  Milan.  The  power  for  the  extension  is  supplied 
from  an  old  power  house  in  Robbiate,  which  was  enlarged 
to  its  present  capacity  of  30,000  kva.  The  feeders  are  cables 
made  of  three  copper  wires,  each  about  0.6  sq.in.  (360,000 
circ.mil)  in  cross-section.  Three  new  transformer  stations, 
each  equipped  with  a  bank  of  three  single-phase  transform- 
ers rated  at  2,250  kva.,  were  erected  along  this  line.  To 
care  for  emergencies  a  430  kva.  portable  substation  was 
developed  and  can  be  dispatched  and  used  at  any  point  on  the 
lines. 

The  trolley  suspension  on  the  new  length  is  somewhat  dif- 
ferent from  and  heavier  than  that  on  the  other  portions  of 
the  system.  It  represents  the  standardized  equipment  of 
the  Italian  State  Railway,  as  shown  in  the  accompanying 
cut.  An  interesting  detail  is  the  method  by  which  the 
joints  between  the  porcelain  and  the  hardware  are  made.  To 
obviate  cementing,  a  layer  of  hard  rubber  is  deposited  on  the 
inner  side  of  the  porcelain,  upon  which  is  placed  an  electro- 
lytic layer  of  copper.  This  copper  layer  is  then  threaded 
to  take  the  suspension  steel  bolt.  This  process  is  somewhat 
expensive,  but  makes  a  very  dependable  joint,  free  from  any 
danger  of  cracking.  The  trolley  lines  are  very  heavy,  each 
having  a  cross-section  of  about  1.5  sq.in.  with  two  wires  for 
each  phase,  or  a  total  cross-section  of  6  sq.in.  for  each  track. 
In  order  to  carry  the  great  weight  of  the  trolley  line  and 
care  for  the  many   curves,  steel   masts   have  been   erected 


every  65  ft.  Every  tenth  pole  is  connected  to  the  rails.  The 
rail  bonds  are  made  with  the  Brown-Boveri  metal  paste 
method.  Great  care  was  taken  to  construct  the  overhead 
wiring  at  switch  points,  which  is  quite  a  complicated  matter 
for  three-phase  systems.  The  construction  is  somewhat 
heavy  but  has  given  good  satisfaction.  On  the  present  ter- 
minal station  at  Lecco  there  are  not  less  than  fifty  switch 
points.  Very  heavy  overhead  construction  is  necessary  in 
stations.  For  example,  there  are  spans  of  108  ft.  over  nine 
tracks  and  also  the  overhead  construction  for  six  tracks, 
suspended  from  one  pole  which  is  located  in  the  center. 
Some  of  these  spans  appear  rathar  light  but  seem  to  give 
good  service. 

Latest  Type  of  Locomotives 

Three  new  types  of  locomotives  have  been  ordered  for  the 
extension,  which  operate,  however,  over  the  entire  line.  Of 
especial  interest  is  the  Westinghouse  type  1-C-l,  a  descrip- 
tion of  which  has  not  been  published  previously.  The  main 
characteristics  of  this  locomotive  are: 

Diameter  of  driver 64  in. 

Diameter  of  pilot  wheels 38  in. 

Length  over  all 36  ft.  2  in. 

Total  weight 161,000  lb. 

Weight  of  mechanical  parts 72,732  lb. 

Weight  of  electrical  parts 88,1601b. 

Speed  at  I6i  cycles 23,  31.  46  and  62  m.p.h. 

Hour  rating 450,  1,670,  2,600 and  2,200  hp. 

Maximum  tractive  effort  at  periphery  of  drivers  26,400  lb. 

Specific  output 32  5   hp.   per  ton  of  weight 

All  three  driving  axles  have  considerable  side  play,  the 
center  one  1  in.,  the  two  outer  0.8  in.  The  weight  of  the 
frame  rests  upon  heavy  leaf  springs,  capable  of  supporting 
a  weight  varying  between  45  and  15  tons.  Power  is  trans- 
mitted from  the  two  motors  to  the  cab  by  a  triangular  rod 
construction  of  the  Kando  system.  The  motors  are  not  fixed 
solidly  to  the  frame,  but  rest  upon  very  heavy  spiral  springs. 
Each  motor  has  four  bearings,  which  permits  of  a  very 
narrow  air  gap  of  about  0.078  in.  A  removable  floor  con- 
struction permits  the  installation  of  the  motors  from  above. 
There  are  two  compressed  air  operated  pantographs  on  the 
roof,  as  is  standard  for  Italian  railways.  An  auto-trans- 
former is  used  to  change  the  three-phase  supply  at  from 
3,000  to  3,300  volts  into  two-phase  supply  at  from  3,300  to 
3,600  volts.  The  main  motors  have  a  maximum  hourly  rat- 
ing of  950  kva.  each,  are  asynchronous,  give  four  speeds, 
and  have  a  wound  rotor  with  four  collector  rings  on  one  side 
and  three  rings  on  the  other  side.  These  rings  are  located 
outside  of  the  bearings  and  beyond  the  crankshaft  which 
calls  for  hollow  shafts.  Four  economic  speeds  can  be 
obtained  by  operating  the  two  motors  either  as  eight-pole 
three-phase,  or  six-pole  two-phase,  and  in  each  case  either 
in  parallel  or  in  cascade.  The  stators  and  rotors  are  wound 
with  twelve  coils  on  each,  and  every  three  of  these  coils  form 
a  star  connection. 

Starting  Equipment  and  Test  Results 

The  motors  are  started  by  means  of  an  electrolytic  starter 
with  stationary  electrodes.  Air  pressure  causes  the  liquid 
to  rise  or  fall.  The  locomotive  has,  for  this  purpose  and  for 
the  operation  of  the  brakes,  two  air  compressors,  taking  in 
35  cu.ft.  of  air  per  minute  and  compressing  it  to  six  atmos- 
pheres. Each  compressor  consists  of  two  pumps  and  two 
motors,  although  one  set  is  sufficient  for  normal  operation. 

Tests  of  a  very  severe  character  gave  very  good  results. 
The  temperature  rise  of  the  motor  copper  at  a  train  speed 
of  46  m.p.h.  and  with  the  locomotive  pulling  21,000  lb.  for 
one  hour  was  69.5  deg.  C.  With  a  train  of  383  tons  and  up  a 
grade  of  1.1  per  cent,  the  locomotive  accelerated  to  43.5 
m.p.h.  in  267  seconds.  The  locomotive  shows  a  consumption 
of  about  35  watt-hours  per  ton  mile.  The  other  locomotives 
added  to  the  equipment  have  been  previously  described  and 
are  of  the  2-C-2  Brown-Boveri  and  Oerlikon  types.  The  main 
dimensions  and  weights  of  this  type  of  locomotive  are: 

Diameter  of  drivers 64  in. 

Diameter  of  pilot  wheels 38  in. 

Length  over  buffers 43  ft.   10  in. 

Total    weight    202,7.'>0  lb. 

Weight  on  drivers 99,100  lb. 

Weight  of  mechanical    parts 110,200  lb. 

Weight  of  electrical  apparatus 92,550  lb. 


818 


Electkic    Railway    Journal 


Vol.  58,  No.  19 


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November  5,  1921 


Electric    Railway    Journal 


819 


Superpower  Survey  Shows  Advantages  of  System 
Including  Electrification 

Report  of  W.  S.  Murray  and  Others  for  Geological  Survey  Outlines  Savings  Possible  by  Co-ordinating 

and  Supplementing  Existing  Utilities — Recommends  Electrification  of  19,000  Miles 

of  Trunk  Lines  in  Zone  and  Shows  Resulting  Economies 


UNDER  the  title  "A  Superpower  System  for  the 
Region  Between  Boston  and  Washington,"  the 
United  States  Geolc'gical  Survey,  Department  of 
the  Interior,  has  just  issued  the  report  of  its  special 
superpower  survey  made  during  the  year  July  1,  1920,  to 
June  30,  1921.  This  special  report  or  study  was  made 
by  a  temporary  organization  within  the  United  States 
Geological  Survey,  headed  by  W.  S.  Murray  and  financed 
by  an  appropriation  of  $125,000  by  the  government,  to 
which  was  added  $26,000  contributed  by  utilities  and 
industries  within  the  Superpower  Zone. 

One  of  the  outstanding  sections  of  this  report  has 
to  do  with  the  desirability  of  electrifying  a  large  portion 
of  the  trunk  line  mileage  in  the  district  under  observa- 
tion. As  a  whole,  the  superpower  scheme  comprehends 
a  plan  of  power  production  that  includes  the  generation 
of  electricity  in  steam  stations  at  tidewater  and  on  in- 
land rivers  where  a  sufficient  quantity  of  water  for  con- 
densing purposes  is  available,  and  also  the  utilization  of 
all  hydro-electric  power  that  can  be  economically  obtain- 
able within  the  zone  or  within  transmission  distance  of 
it,  the  whole  to  be  tied  together  through  an  intercon- 
nected system  of  transmission  lines. 

Reference  to  Electric  Railway  Journal,  Feb.  28, 
1920,  page  435,  will  give  a  picture  of  the  purpose  of 
the  survey  as  seen  at  the  time  of  its  inception.  There 
is  also  shown  a  map  giving  the  preliminary  idea  of  the 
area  to  be  investigated.  Fig.  1,  herewith,  shows  the 
Superpower  Zone  which  has  been  included  in  the  final 
survey.  Within  this  zone  is  concentrated  one-fourth 
of  the  population  of  the  United  States  and  within  it  are 
operated,  most  of  them  independently,  315  electric  pub- 
lic utilities,  eighteen  steam  railroads  and  96,000  indus- 
trial plants. 

The  general  purpose  of  the  study  was  to  show  the 
saving  in  labor,  materials  and  money  that  might  be  ef- 
fected by  the  installation  of  a  power  system  adequate  to 
serve  the  railroads,  municipalities,  utilities  and  the  in- 
dustries in  the  Superpower  Zone.  The  basic  idea  of  the 
superpower  system  is  to  co-ordinate  and  supplement 
existing  utilities  so  as  to  carry  to  a  higher  degree  the 
economies  incident  to  their  present  operation,  but  by 
no  means  to  supplant  or  even  to  compete  with  existing 
electric  public  utilities. 

While  there  has  been  much  interest  in  the  legal  and 
financial  aspects  of  putting  into  operation  such  a  super- 
power project,  these  points  are  not  touched  on  in  the 
report  for  the  reason  that  it  was  deemed  inopportune, 
without  further  consideration,  to  formulate  any  conclu- 
sions on  these  important  matters.  The  investigation 
was  an  engineering  one  and  the  problem  set  was  deter- 
mining the  total  amount  and  location  of  the  power  load 
that  would  be  required  for  private,  municipal,  indus- 
trial and  railroad  purposes  at  a  date  sufficiently  in  ad- 
vance to  permit  the  construction  of  a  system  of  the 
highest  economy  to  supply  it.  The  date  chosen  was 
1930,  and  the  allocation  of  the  load  and  power  generat- 
ing facilities  for  the  six  geographical  divisions  of  the 


Superpower  Zone  forms  a  most  interesting  part  of  the 
report.  In  determining  the  amount  and  location  of  the 
load,  the  electric  public  utilities,  the  railroads  and  the 
industries  within  the  zone  lent  their  co-operation. 

The  conclusions  reached  by  Mr.  Murray  are  neces- 
sarily largely  based  on  the  special  studies  made  by  the 
members  of  his  engineering  staff.  These  studies  appear 
as  appendices  to  the  report  and  are  as  follows : 

Appendix  B — "Electric  Utilities  in  Independent  Operation 
in  the  Superpower  Zone  in  1919,"  by  L.  E.  Imlay,  T.  B. 
Rutherford  and  others. 

Appendix  C — "Proposed  Electrification  of  Heavy-traction 
Railroads  in  the  Superpower  Zone,"  by  C.  T.  Hutchinson, 
N.  C.  McPherson  and  others.     (See  abstract  below.) 

Appendix  D — "Industry  in  the  Superpower  Zone,"  by 
H.  W.  Butler,  H.  Goodwin,  Jr.,  and  others. 

Appendix  E — "Performance  and  Cost  of  the  Superpower 
System,"  by  Henry  Flood,  Jr.,  A.  R.  Wellwood  and  others. 

Appendix  F — "Steam-electric  Plants  for  the  Superpower 
System,"  by  Henry  Flood,  Jr.,  and  others. 

Appendix  G — "Hydro-electric  Plants  for  the  Superpower 
System,"  by  L.  E.  Imlay,  L.  A.  Whitsit,  B.  J.  Peterson  and  ' 
others. 

Appendix  H  —  "The  Superpower  Transmission  System," 
by  L.  E.  Imlay. 

Appendix  I — "Reliability  of  Service,"  by  L.  E.  Imlay  and 
others. 

Appendix  J — "The  Relation  of  Coal  and  Coal-Delivery 
Routes  to  the  Superpower  System,"  by  C.  E.  Lesher,  F.  G. 
Tryon  and  others. 

Appendix  K— "Use  of  Process  Fuels  and  Pulverized  Coal 
for  Base-load  Steam-Electric  Plants,"  by  0.  P.  Hood  and 
others. 

Appendix  L — "Basic  Costs,"  by  the  engineering  staff. 

Appendix  M — "Stations  and  Transmission  Lines  of  Elec- 
tric Power  Companies  Engaged  in  Public  Service,"  by  A.  H. 
Horton, 

Summary  of  Conditions 

The  market  for  superpower  energy  will  be  furnished 
by  the  electric  utilities,  the  industries  and  the  railroads. 
The  estimated  requirements  for  energy  supplied  through 
the  electric  utilities  for  municipal,  private,  industrial 
and  railroad  purposes  in  1930  is  31,000,000,000  kw.-hr. 
This  energy  could  be  supplied  by  a  co-ordinated  power 
system  at  an  annual  cost  of  $239,000,000  less  than  by  an 
unco-ordinated  system  such  as  is  now  in  use.  The  total 
investment  in  generating  and  transmission  facilities  for 
the  superpower  system  will  be  $1,109,564,000,  of  which 
$416,346,000  will  represent  the  value  of  existing  facili- 
ties to  be  incorporated  into  the  system. 

A  study  of  the  96,000  manufacturing  establishments 
operating  within  the  Superpower  Zone  shows  that  by 
1930,  through  the  maximum  economical  use  of  purchased 
electric  energy,  they  can  save  $190,000,000  annually 
above  the  fixed  annual  charges  against  a  capital  invest- 
ment of  $185,000,000  to  provide  the  motor  equipment 
necessary  to  receive  and  use  this  power. 

The  combined  capital  investment  necessary  for  the 
electric  utilities  and  the  industries  as  of  1930  therefore 
amounts  to  $1,294,564,000,  and  this  total  investment 
will  yield  annually  above  the  fixed  charges  the  sum  of 
$429,000,000  or  33  per  cent  on  the  investment. 

Within  the  Superpower  Zone  there  are  36,000  miles 
of  railroad  measured  as  single  track — that  is,  including 


82Q 


Electric    Railway    Journal 


Vol.  58,  No.  19 


each  track  of  main  lines,  yards  and  sidings.  Of  this 
total  about  19,000  miles  can  be  profitably  electrified,  so 
as  to  yield  by  1930  an  annual  saving  of  $81,000,000  as 
compared  with  the  cost  of  operation  by  steam.  The 
capital  expenditure  necessary  to  electrify  the  19,000 
miles  would  be  $570,000,000,  and  the  average  return 
upon  the  investment  would  therefore  be  14.2  per  cent. 
The  order  in  which  the  superpower  steam-electric  and 
hydro-electric  power  plants  and  transmission  systems 
should  be  constructed  must  depend  (1)  on  the  present 
industrial  demand  for  energy  that  cannot  be  satisfied 
because  of  the  difficulties  of  the  local  utilities  in  financ- 
ing extensions,  and  (2)  on  the  future  demand  for 
energy  that  will  result  from  the  more  economical  gene- 
ration of  power  under  the  Superpower  System.  It  is 
believed  that  the  quickest  return  will  be  obtained  by 
following  in  chronologic  sequence  the  order  of  procedure 
as  follows: 

1.  The  construction  of  a  steam-electric  plant  near  Pitts- 
ton,  Pa.,  to  supply  a  part  of  its  energy  to  the  anthracite 


FiQ.  1 — The  Superpower  Zone  as  Visualized  in  the 
Superpower  Survey  Report 

division  of  the  Superpower  Zone  and  the  remainder  to  the 
metropolitan  divison,  particularly  New  Jersey. 

2.  The  construction  of  a  steam-electric  plant  near  Sun- 
bury,  Pa.,  to  supply  a  part  of  its  energy  to  the  anthracite 
division,  a  part  to  the  Reading  load  center,  and  the  remain- 
der to  Philadelphia. 

3.  The  construction  of  hydro-electric  plants  on  the  Dela- 
ware and  Susquehanna  Rivers  to  supplement  the  steam 
plants  indicated  above. 

4.  The  progressive  development  of  the  Hudson  River 
projects  to  meet  the  growth  of  energy  requirements  at  the 
Schenectady,  Utica,  Poughkeepsie  and  Pittsfield  load  centers. 

5.  The  construction  of  a  steam-electric  plant  near  Boston 
to  supply  the  Boston,  Lowell  and  Newburyport  load  centers. 

6.  The  construction  of  a  steam-electric  plant  near  New 
Haven  to  supply  the  New  Haven,  Bridgeport,  Waterbury 
and  Norwich  load  centers. 

7.  The  partial  construction  of  the  first  hydro-electric 
plant  in  the  development  of  the  Potomac  River  as  soon  as 
the  power  demands  of  the  Baltimore  and  Washington  load 
centers  require  additional  plant  capacity. 

The  Superpower  System 

The  large  interconnections  in  California  have  held  a 
spectacular  interest,  and  of  course  the  Superpower  Zone 
here  contemplated  is  based  on  a  similar  principle.  But, 
unlike  the  Pacific  Coast  region,  where  water  power 
abounds  and  industry  is  relatively  small,  the  Superpower 


Zone  has  relatively  small  hydro-electric  resources  and 
maximum  industrial  power  requirements.  Of  a  total 
energy  requirement  of  31,000,000,000  kw.-hr.  estimated 
for  1930,  not  more  than  21  per  cent  can  be  supplied  from 
water  power.  Fortunately,  some  of  the  best  coal  de- 
posits in  the  country  lie  near  this  great  industrial  ter- 
ritoiy  and  a  joining  of  hydro-electric  power  and  steam- 
electric  power  should  effect  maximum  capital  and 
operating  economies,  at  the  same  time  conserving  the 
rapidly  disappearing  cheap  fuel  of  the  Appalachian  coal 
fields.  Fig.  2  shows  how  the  superpower  system  shoiild 
appear  in  1925.  The  1930  plan  calls  for  some  additional 
transmission  lines  and  power  plants,  the  additional 
transmission  lines  reaching  principally  the  relatively 
distant  large  power  undertakings,  both  hydraulic  and 
steam. 

In  1930  the  number  of  power  stations  required  to 
supply  the  entire  zone  will  be  only  273.  At  present 
there  are  558  electric  utility  plants  and  thousands  of 
isolated  plants  of  all  sizes.  The  principal  opportunity 
for  economy  is  in  having  a  few  plants  of  large  capacity, 
it  being  planned  to  have  base  load  steam  plants  ranging 
from  60,000  to  300,000  kw.  In  none  of  these  plants  will 
there  be  installed  a  turbo-generator  having  a  capacity 
orf  less  than  30,000  kw. 

Aside  from  the  appendix  on  electrification  of  heavy 
traction  railroads,  known  as  appendix  C,  the  other  ap- 
pendices of  interest  to  electric  railways  may  be  sum- 
marized in  what  follows.  The  appendices  are  definite 
engineering  reports  largely  by  experts  in  the  fields  to 
be  covered. 

Electric  Utilities  in  Independent  Operation 

In  New  York,  Baltimore  and  Washington  load  centers 
the  predominating  agency  is  25  cycles ;  in  the  remainder 
of  the  zone  it  is  60  cycles. 

The  present  electric  utility  load  is  10,000,000,000 
kw.-hr.  (1919),  and  this  is  expected  to  grow  to  26,000,- 
000,000  kw.-hr.  in  1930.  By  forming  a  ring  around  each 
large  city  in  the  zone  and  connecting  by  transformers 
to  the  exi.sting  distribution  lines  greater  interchange  of 
power  and  therefore  decrease  in  reserve  capacity  may 
be  realized. 

Under  independent  operation  in  1919  the  generating 
capacity  required  was  46  per  cent  greater  than  the  an- 
nual peak  load  and  the  resulting  annual  capacity  factor 
was  26  per  cent.  Under  the  superpower  system  in  1930, 
through  joint  reserve,  the  generating  capacity  required 
will  be  only  9  per  cent  greater  than  the  annual  peak, 
and  the  annual  capacity  factor  will  be  45  per  cent. 

The  average  unit  production  cost  for  the  electric  utili- 
ties in  1919  was  1.93  cents  per  kilowatt-hour;  the  cost 
of  steam  electric  power  was  2.12  cents,  and  that  of 
hydro-electric  power,  0.94  cents.  Based  upon  the  same 
capacity  factor  as  applied  to  electric  independent  opera- 
tion, the  superpower  system  production  cost  should  be 
0.99  cents  per  kilowatt-hour. 

Industry  in  the  Superpower  Zone 

Without  any  invasion  of  the  field  of  what  might  be 
termed  byproduct  power,  it  is  estimated  that  there  could 
have  been  effected  in  1919  a  saving  of  13,502,100  tons 
of  coal — 71  per  cent  of  the  coal  used  by  the  industries 
for  producing  power,  or  25  per  cent  of  all  the  coal  used 
by  the  industries.  This  would  have  been  realized  by 
shutting  down  prime  movers  in  industry  and  purchasing 
energy.  Of  the  96,000  individual  establishments  in  the 
zone,  76,000  use  power. 


jsovemoer  o,  1921 


Electric    Railway    journal 


821 


A  careful  study  of  the  power  requirements  for  indus- 
trial establishments  in  the  Superpower  Zone  has  been 
made  and  has  shown  that  by  1930  an  annual  saving  of 
$190,000,000  can  be  made  to  the  industries  themselves 
above  the  fixed  charges,  against  an  investment  of  $185,- 
000,000  for  the  motor  equipment  necessary. 

Performance  and  Cost  of  Superpower  System 

It  is  estimated  that  the  new  money  required  for  the 
superpower  system  up  to  1925  is  $453,143,000,  and  up 
to  1930,  $693,210,000,  thus  making  it  necessary  to  raise 
$90,600,000  annually  for  the  first  five  years  and  $48,- 
000,000  annually  for  the  following  five  years.  If  the 
demand  of  1930  were  provided  for  by  the  independent 
systems  as  constructed  today,  the  total  sum  required 
would  be  $1,856,000,000,  or  $85,600,000  a  year.  There 
is  thus  an  investment  saving  of  $163,000,000  during  the 
next  ten  years.  The  economic  relation  established  be- 
tween the  joint  use  of  steam  and  water  power  may  be 
realized  when  it  is  shown  that  they  can  be  so  combined 
as  to  yield  annually  $69,550,000  on  an  increased  invest- 
ment of  only  $44,838,000. 

In  this  section  is  shown  the  economy  of  using  Niagara 
water  power  and  St.  Lawrence  water  power  for  generat- 
ing energy  to  be  transmitted  into  this  district. 

This  appendix  also  shows  that  in  1930  the  cost  of  the 
power  produced  by  the  superpower  system  inclusive  of 
fixed  charges,  as  delivered  on  the  buses  of  the  electric 
utilities  would  be  10.6  mills  per  kilowatt-hour,  whereas 
the  cost  under  independent  operation  as  of  1919,  exclu- 
sive of  fixed  charges,  would  be  virtually  the  same. 

Steam-Electric  Plants  for  the  Superpower 
System 

It  is  proposed  to  retain  79  per  cent  of  the  effective 
capacity  of  the  present  steam-electric  public  utilities  in 
the  Superpower  Zone,  with  a  rating  of  2,677,000  kw. 
The  average  power  of  the  steam  plants  retained  is 
44,600  kw.,  and  these  should  produce  energy  at  an  aver- 
age rate  of  2.15  lb.  of  coal  per  kilowatt-hour.  It  is 
calculated  that  the  following  operating  characteristics 
for  base  load  steam  plants  could  be  realized : 

Steam  pressure  at  turbine  throttle,  300  lb.  per  square 
inch. 

Superheat  at  turbine  throttle,  230  deg.  Fahr. 

Final  temperature  turbine  throttle,  652  deg.  Fahr. 

Vacuum  at  turbine  exhaust  nozzle,  1  in.  of  mercury, 
absolute. 

The  proposed  new  steam-electric  plants  have  been 
located  so  as  to  obtain  the  fullest  advantage  of  low 
freight  rates,  easy  coal  delivery  routes  and  ample  con- 
densing water.  Three  of  these  are  to  be  located  on  sites 
in  the  anthracite  region,  where  sufficient  condensing 
water  is  available  to  permit  the  development  of  300,000 
kw.  each. 

Hydro-Electric  Plants  for  the  Superpower 

System 

The  principal  rivers  which  can  contribute  water  power 
to  the  Superpower  Zone  are  the  Potomac,  Susquehanna, 
Delaware,  Hudson  and  Connecticut.  It  is  proposed  to 
utilize  power  from  these  rivers  in  1930  to  the  following 
extent : 


Output 

Capacity  (Millions  of 

Kw.  Kw.-hr.^ 

Potomac 200,000  950 

Susquelianna 185,000  1,230 

Delaware 350.000  1,250 

Hudson 1 50,000  900 

Connecticut 165,000  760 


Production 
Cost  (Mills 
Investment      per  Kw.-hr.^ 
$22,000,000  3.36 

28,000,000  3.22 

51,500,000  5.05 

38,350,000  5.84 

29,000,000  5.455 


It  is  proposed  to  develop  these  rivers  above  their 
primary  power  capacity  for  peak-load  operation. 

The  water  powers  of  the  Niagara  and  St.  Lawrence 
Rivers  are  within  transmission  distance  of  the  Super- 
power Zone,  but  on  account  of  the  time  required  for 
construction  on  the  St.  Lawrence  and  of  the  treaty 
restrictions  concerning  the  use  of  the  water  at  Niagara 
Falls  the  power  from  these  sources  has  not  been  con- 
sidered available  in  the  zone  prior  to  1930. 

It  is  expected  that  the  total  capacity  for  the  produc- 
tion of  hydro-electric  power  by  1930  will  be  1,501,500 
kw.  compared  with  the  present  capacity  of  451,500  kw., 
or  30  per  cent.  This  will  represent  an  investment  of 
$245,977,000. 

The  Superpower  Transmission  System 

Naturally  a  transmission  and  distribution  system  of 
considerable  magnitude  is  one  of  the  most  important 
elements  of  the  whole  scheme.  At  present  there  are 
about  1,200  miles  of  transmission  system  at  33,000 
volts  or  higher,  and  this  mileage  will  become  distribu- 
tion rather  than  transmission.  The  principal  trans- 
mission features  of  the  superpower  system  will  there- 
fore have  to  do  "only  with  transmission  of  power  from 
new  plants  to  load  centers  and  to  the  buses  of  existing 
electric  utility  plants. 

By  1930  the  superpower  transmission  system  should 
consist  of  970  circuit  miles  of  220,000  volt  lines  and 
4,696  circuit  miles  wf  110,000  volt  interconnecting  lines. 
The  construction  of  the  transmission  system  for  the 
St.  Lawrence  and  Niagara  developments  will  add  3,140 
circuit  miles  of  220,000  volt  lines.  This  shows  that 
potentials  of  not  less  than  220,000  volts  will  be  selected 
to  transmit  power  from  plants  that  are  at  considerable 
distances  from  the  general  interconnected  superpower 
plants,  and  within  the  zone  a  potential  of  not  less  than 
110,000  volts  will  be  employed  for  interconnection  be- 
tween power  and  load  centers. 

Proposed  Electrification  of  Heavy  Traction 
Railroads  in  the  Superpower  Zone 

Of  particular  interest  to  railway  men  is  that  part  of 
the  report  having  to  do  with  railroad  electrification  in 
the  Superpower  Zone.  As  stated  above,  some  19,000 
miles  of  the  36,000  miles  in  the  zone  could  be  profitably 
electrified.  The  accompanying  map  shows  the  lines 
which  comprise  this  19,000  miles.  In  this  map  the  lines 
to  be  omitted,  some  of  them  important,  as  well  as  track- 
age to  be  included  are  noticeable. 

This  appendix  starts  out  with  a   discussion   of   the 

advantages  of  unified  operation  and  stresses  the  extra 

advantages  due  to  unified  operation  by  electricity.     Of 

this  the  report  says : 

These  improvements  in  operation  can  be  made  more 
readily  under  electric  service  than  under  steam,  for  a 
change  in  the  power  system  would  bring  fresh  minds  into 
the  service  and  would  consequently  liberate  the  mental 
operation  of  the  average  railroad  man  from  conventional 
routine.  Under  electric  operation,  for  instance,  the  entire 
traffic  between  Philadelphia  and  Washington  could  readily 
be  carried  over  the  rails  of  the  Pennsylvania  System,  those 
of  the  Baltimore  &  Ohio  being  left  for  future  growth. 
Similarly,  electric  operation  in  the  vicinity  of  Boston  and 
New  York  would  leave  a  margin  of  track  capacity  so  great 
that  no  money  need  be  spent  for  many  years  for  further 
extensions  of  track.  This  relief  of  trackage  is  one  of  the 
very  notable  advantages  that  would  follow  unified  electric 
operation  of  the  railroads  in  this  territory.  The  great 
expense  of  any  large  increase  in  trackage  should  of  itself 
force  electrification;  the  total  cost  twenty  years  hence  will 
be  less  if  electrification  is  begun  now  than  the  cost  of  the 
added  track  and  terminal  facilities  necessary  under  steam 


822 


Electric    Railway    Journal 


Vol.  58,  No.  19 


operation  to  provide  for  the  inevitable  100  per  cent  increase 
in  traffic  within  that  time. 

The  report  then  goes  on  to  discuss  the  specific  ad- 
vantages of  electrification  in  operation  and  also  on 
account  of  the  characteristics  at  the  electric  locomotive 
as  a  machine.  With  most  of  these  arguments,  electric 
railway  men  are  already  familiar. 

Under  the  discussion  of  classes  of  electric  locomo- 
tives, it  is  pointed  out  that  there  is  no  sound  reason  for 
such  variety  as  at  present  exists  in  the  types  and 
weights  of  steam  locomotives.  It  is  pointed  out  that 
the  United  States  Railroad  Administration  formulated 
certain  standard  designs  and  reduced  the  number  of 
types  to  about  ten.  The  suggestion  with  reference  to 
electrical  equipment  is  that  this  number  can  be  reduced 
still  further,  "certainly  to  as  few  as  six  types  and  pos- 
sibly to  three."    The  definite  proposition  is  made  that : 

The  entire  freight  service  in  the  superpower  zone  can 
be  handled  by  electric  freight  locomotives  having  two  artic- 
ulated two-axle  trucks,  each   carrying  two  motors  geared 


Tr-ontiiiniitBl  fines  fioni  remote  for-v  KMi^a* 
Swrc^vn^  tiQfans  no.  9. 


Fig.   2 — The  Transmission  Scheme  and  Location  of  Plants  as 

Contemplated  by  the  Superpower   Report 

TO  Exist  In  1925 

to  the  axle,  the  mounting  being  essentially  the  same  as  that 
in  a  number  of  locomotives  now  in  use  and  similar  to  the 
usual  street  car  mounting.  There  would  be  two  classes 
of  locomotives  of  this  type — a  light  one  carrying  80  tons  on 
drivers  and  having  a  continuous  drawbar  pull  of  22,000 
lb.  at  25  miles  an  hour,  and  a  heavy  one  carrying  110 
tons  on  drivers  and  having  a  continuous  drawbar  pull  of 
30,000  lb.  at  the  same  speed.  These  units  can  be  combined 
in  any  reasonable  number;  the  total  load  on  drivers  can 
be  made  equal  to  80,  110,  160,  190,  220  tons,  or  as  much 
more  as  may  be  desired,  being  limited  only  by  the  strength 
of  the  draft  rigging.     .     .     . 

For  passenger  service  a  similar  arrangement  would  be 
used — that  is,  two  articulated,  two-axle  trucks,  with  one 
motor  geared  to  each  axle.  The  motors  may  be  practically 
the  same  as  those  in  the  freight  locomotive,  the  only  differ- 
ence being  a  change  in  gear  ratio.  The  passenger  locomo- 
tive, however,  would  have  leading  ahd  trailing  trucks,  with 
either  two  or  four  wheels,  and  the  total  weight  would  be 
redistributed.  This  passenger  locomotive  would  be  of  two 
weights,  the  light  one  having  60  tons  on  drivers  and  the 
heavy  one  90  tons.  These  also  may  be  combined,  like  the 
freight  locomotives. 

For  the  switchers,  one  size  will  be  adequate,  with  70  to 
75  tons  on  drivers,  of  the  same  type  as  the  freight  locomo- 
tive. Substantially  the  same  frame  and  running  gear  can 
be  used,  with  motors  of  less  capacity. 

All  three  types  of  locomotives  will  have  the  usual  over- 


load capacity,  and  all  will  be  able  to  operate  in  starting  and 
accelerating  at  25  to  30  per  cent  adhesion. 

These  suggested  sizes  and  types  of  locomotives  cai., 
of  course,  be  varied  greatly  without  sacrificing  the  advan- 
tage of  unified  electric  operation,  but  identity  of  type  for  the 
same  service  throughout  the  superpower  zone  is  essential. 

Basis  of  the  Electrification  Study 

The  investigation  of  the  railroads  was  for  the  pur- 
pose of  seeing  what  saving  would  be  effected  by  unified 
electric  operation,  and  to  compare  this  estimated  saving 
with  the  investment  needed  to  effect  it.  Merely  a  sub- 
stitution of  electric  for  the  steam  locomotive  was  as- 
sumed, although  it  was  realized  that  the  greatest  gain 
could  be  obtained  only  by  an  entire  revamping  of  the 
transportation  scheme  to  fit  it  to  the  use  of  the  electric 
locomotive.  Such  an  analysis  would  have  involved  a 
detailed  study  of  each  road  and  of  each  division,  indeed, 
which  was  not  possible. 

Comparisons  of  cost  of  investment  and  operation 
were  based  on  electrical  energy  being  purchased  from 
the  superpower  system — no  investment  in  power  station 
and  transmission  systems  being  placed  on  the  railroads. 
Their  investment  begins  with  substations  segregated 
for  railroad  use. 

While  it  was  stated  that  the  comparison  of  cost  of 
investment  and  operation  need  take  no  account  of  the 
system  of  electric  traction  used,  yet  as  between  the 
3,000-volt  direct-current  system  and  the  11,000-volt  (or 
higher)  alternating-current  system  the  estimates  were 
based  upon  the  former.  This  was  done  because,  with 
the  60-cycle  frequency  adopted  for  generation  and  trans- 
mission, substations  with  rotating  machinery  were  re- 
quired for  alternating  current  as  well  as  for  direct 
current,  which  would  remove  one  of  the  principal  ad- 
vantages of  alternating  current  over  direct  current.  On 
this  point  the  report  says:  "In  order,  then,  to  avoid 
some  uncertain  element  in  the  estimates  of  the  cost  of 
the  alternating-current  system  it  has  been  decided  to 
base  all  estimates,  both  of  operation  and  of  construc- 
tion, on  the  3,000-volt  direct-current  overhead  system. 
Substantially  the  same  results,  in  money,  could,  how- 
ever, be  obtained  with  the  alternating-current  system, 
certain  gains  being  offset  by  certain  losses." 

It  was  immediately  evident  that  it  would  not  be  ade- 
quate to  study  the  roads  as  units  but  that  a  study  should 
be  made  of  the  operating  divisions  of  the  railroads. 
The  result  of  this  method  of  studying  is  graphically 
shown  in  the  map  showing  the  mileage  recommended 
to  be  electrified.  All  of  the  railroads  gave  excellent  co- 
operation in  the  collection  of  the  fundamental  data 
required.  Detailed  information  for  each  division  for 
each  month  of  the  year  1919  and  the  total  for  the  year 
was  obtained  on  the  following  items: 

Passenger  service,  train-miles,  total  locomotive-miles,  car- 
miles. 

Freight  service,  train-miles,  total  locomotive-miles. 

Gross  ton-miles  moved  (including  engine  and  tender) 
separately  for  freight  and  passenger. 

Switching  service,  ton-miles,  engine-miles,  engine-hours 
or  in  such  other  form  as  is  at  hand. 

Amount  of  coal  used  for  each  class  of  service  separately, 
if  possible,  and  total;  kind  of  coal  burned. 

Average  annual  maintenance  per  locomotive-mile,  sepa- 
rately for  each  class,  if  possible. 

Similar  data  were  obtained  from  those  roads  having 
electrically  operated  divisions  and  in  addition  special 
information  of  experience  in  electrical  operation  was 
obtained. 

The  report  includes  a  large  number  of  tables  giving 
detailed  information  from  the  various  systems.     The 


November  5,  1921 


Electric    Railway    Journal 


823 


following  summary  of  the  principal  data  for  these  roads 
is  of  interest : 


SUMMARY  OF  PRINCIPAL,  DATA  FOR  CLASS  I  RAILROADS 

WITHIN  THE  SUPERPOWER  ZONE  FOR  1919 
Road,  miles I^'^^^ 

Main  track,  miles H'ool 

Yards  and  sidings 12,2Jd 

All  tracks,  miles 33,.2r)4 

Freight  locomotives    t'ica 

Passenger  locomotives    2^669 

Switcher  locomotives   2,701 

All   locomotives   9,521 

Freight  trailing  load,  thousands  of  ton-miles 95.629,000 

Passenger    service,    train-miles 88,026,00<) 

Switcher  service,  locomotive-miles .')6. 536. OOP 

Coal  burned ; 

Freight  service,  short  tons 9,771,500 

Passenger  service,  short  tons 5,525,000 

Switcher  service,  short  tons 3,108^500 

All  services,  short  tons 18,405,300 

The  General  Electric  and  the  Westinghouse  companies 
prepared  estimates  on  substation  equipment,  electric 
locomotives,  catenary  construction  and  other  electric 
facilities;  and  similar  data  were  also  asked  of  the  Ohio 
Brass  Company  and  one  or  two  other  companies.  , 

AH  of  these  data  were  analyzed,  a  study  was  made  of 
the  energy  required  for  electric  traction  as  obtained 
from  roads  operating  electrically  and  a  second  method 
of  determining  electrical  energy  required,  by  calculating 
from  profile  and  alinement  the  various  work  require- 
ments, was  used  to  give  additional  evidence.  Investiga- 
tions of  switcher  service  at  various  yards,  even  in 
Chicago,  were  also  made  taking  records  from  existing 
steam  operation  with  reference  to  energy  consumption 
and  total  movement. 

Other  subjects  investigated,  the  results  being  based 
on  statistics,  were:  Coal  saved,  efficiency,  equivalent 
coal,  cost  of  coal,  cost  of  electric  energy,  cost  of  main- 
tenance of  steam  locomotives,  cost  of  maintenance  of 
electric  locomotives,  the  distribution  system,  main- 
tenance of  substations,  saving  in  wages  of  train  crews. 

The  report  then  gives  summaries  of  costs  of  construc- 
tion of  overhead  and  of  purchase  of  electric  locomotives. 
It  analyzes  the  number  of  electric  locomotives  required, 
studying  locomotive  mileage  and  locomotive  hours,  crew 
hours,  etc.,  and  arrives  at  the  total  cost  noted  above  of 
$570,000,000.  The  report  includes  a  table  showing  the 
detailed  figures  for  cost  of  items  of  construction  and 
equipment  involved  in  the  electrification  of  Chicago 
terminals,  inclusive  of  power  station  and  transmission 
systems,  as  collateral  evidence  on  the  relation  of  certain 
specified  costs  to  the  total  cost. 

After  all  this  study  was  made  it  was  concluded  that 
the  individual  divisions  should  be  examined  to  see  what 
savings  could  be  realized.  Charts  of  these  savings, 
first  including  the  saving  in  wages,  and  second  not 
including  the  saving  in  wages,  were  made  and  from 
these  graphs  it  was  evident  that  certain  divisions  would 
not  prove  advantageous  for  electrification.  The  group 
of  divisions  selected  for  electrification  showed  an  aver- 
age saving  of  11.4  per  cent  not  including  wages  and 
14.2  per  cent  including  wages.  It  includes  thirty  of 
the  forty  divisions  examined  comprised  in  eleven  of 
the  thirteen  systems  as  shown  in  the  accompanying 
map.  It  is  noticeable  that  the  Hudson  division  of  the 
New  York  Central  and  the  Albany  division  of  the  Bos- 
ton and  Albany  are  not  included.  Special  conditions 
caused  specially  low  operating  costs  here  so  that  only  6 
and  7*  per  cent  saving,  respectively,  would  be  realized. 


The  figures  for  each  of  the  divisions  examined  are 
given  in  an  interesting  summary  table,  from  which  the 
following  outstanding  figures  are  of  interest:  The  total 
net  cost  of  construction,  $570,085,000 ;  the  net  reduction 
in  annual  cost  of  operation,  including  crew  wages, 
.$80,880,935,  being  14.19  per  cent  of  construction  cost; 
the  net  reduction  excluding  crew  wages,  $65,065,300, 
being  11.41  per  cent  of  cost  of  construction.  The  per- 
centage of  savings  ranges  from  10.6  per  cent  for  the 
New  York,  Susquehanna  &  Western  division  of  the 
Erie  to  19  per  cent  for  the  New  Haven-Boston  route  of 
the  New  Haven  road. 

A  very  large  amount  of  tabulated  matter  is  given  at 
the  end  of  this  section  showing  in  detail  various  costs 
of  operation  and  various  figures  from  which  judgment 
can  be  passed  as  to  the  soundness  of  the  conclusion. 
There  is  also  an  interesting  graph  showing  the  growth 
of  traffic,  both  freight  and  passenger,  of  tracks  and  of 
tractive  power  for  the  Class  1  railroads  in  the  Super- 
power Zone  from  1900  to  1919.  The  report  states  that 
"the  annual  rate  of  growth  has  been  5.3  per  cent  in 
passenger  miles,  4.5  per  cent  in  ton-miles,  0.75  per  cent 
in  all  tracks,  and  6.6  per  cent  in  tractive  power  of  loco- 
motive." Some  idea  of  the  future  development  can  be 
obtained  from  the  slope  of  these  curves. 

This  section  of  the  report  concludes  with  the  following: 

The  amount  of  money  required  for  electrification  is  indi- 
cated as  being  $570,000,000.  This  figure  is  based  on 
costs  prevailing  in  1919,  but  at  present  cost  (June,  1921)  it 
would  be  reduced  by  18  per  cent,  to  approximately  $467,000,- 
000  and  before  this  construction  can  be  undertaken  there 
will  be  further  material  reductions.  Probably  five  years 
from  now  the  entire  work  outlined  could  be  done  for  not 
more  than  $400,000,000.  This  is  comparatively  a  moderate 
sum.  Good  railroad  authorities  have  stated  repeatedly  that 
more  than  one  billion  dollars  a  year  is  needed  by  the  rail- 
roads of  the  United  States  for  extensions  and  betterment. 
The  part  of  this  total  to  be  allocated  to  the  Superpower  Zone, 
as  determined  by  the  number  of  locomotives,  would  be  J150,- 
000,000.  The  amount  required  for  normal  extensions  and 
betterment  for  three  years  would  therefore  be  sufficient  to 
electrify  the  thirty  selected  divisions  of  the  railroads  in 
this  territory,  with  an  annual  saving  of  more  than  14  per 
cent.  The  most  valuable  feature  of  the  change,  however, 
is  not  the  amount  saved,  but  the  great  increase  in  maximum 
capacity  of  existing  trackage  and  the  general  advantages 
of  electric  operation. 

These  figures  indicate  that  with  a  return  of  normal 
financial  conditions  all  these  lines  should  be  electrified  be- 
fore further  great  expenditures  have  been  incurred  to  in- 
crease in  a  minor  degree  the  capacity  of  the  existing  tracks 
and  yards.  Steam  operation  cannot  satisfactorily  meet  the 
conditions  of  the  crowded  terminal  herein  described  as  the 
Superpower  Zone;  electric  operation  can  easily  do  it. 

Improving  Accident  Records 

THE  Wichita  Falls  (Tex.)  Traction  Company  has 
been  very  successful  in  forming  and  building  up  an 
organization  to  improve  its  accident  records.  The 
organization  was  started  in  July,  1919,  and  has  been 
working  continuously  since  that  time  with  increasing 
effectiveness.  At  the  time  of  its  institution  the 
company's  records  showed  it  was  averaging  one  accident 
for  every  750  car-miles,  or  a  little  more  than  two  acci- 
dents daily  with  an  average  mileage  of  about  1,600. 
Since  that  time  it  has  reduced  its  accident  records 
until  they  ran  an  average  of  1,500  miles  per  eighteen- 
hour  day  from  June  18  to  Aug.  6  of  this  year,  making 
a  total  mileage  of  73,500,  without  an  accident  being 
reported.  This  is  considered  an  excellent  record.  The 
company  is  organized  very  thoroughly  and  every  time 
an  accident  occurs  it  is  investigated  carefully  with  each 
and  every  trainman  in  an  attempt  to  show  how  it 
happened  and  how  it  could  have  been  avoided. 


824 


Electric    Railway    Journal 


Vol  58,  No.  19 


Traffic  Analysis  in  New  York 

The  New  York  Transit  Commission  Is  Conducting  an  In- 

yestigation  of  TraflBc  Conditions  on  the  Surface  Lines 

in  Contemplation  of  Recommending  a  Unified 

Co-ordinated  System 

VALUABLE  information  as  to  the  amount  of  travel 
of  surface  car  line  passengers  in  Manhattan  has 
been  obtained  as  the  result  of  trip  counts  which  are  still 
being  made  among  trolley  passengers  by  the  New  York 
Transit  Commission  for  the  purpose  of  aiding  its  in- 
vestigation as  to  which  of  the  trolley  lines  are  neces- 
sary and  should  be  retained  as  part  of  the  unified  sys- 
tem contemplated  under  the  new  plan.  These  counts  have 
been  in  progress  during  the  past  week  on  the  Eighth, 
Ninth,  Sixth,  Fourth  and  Madison  Avenue  lines.  This 
week  the  counts  were  resumed  on  the  Ninth  Avenue 
line,  and  when  that  survey  has  been  completed  the 
counts  will  be  made  on  the  flow  of  traffic  to  and  fro 
across  Eighty-sixth  Street.  The  new  transit  plan  con- 
templates the  dropping  or  scrapping  of  little  used  or 
unimportant  lines  and  will  attempt  to  determine  just 
what  actual  use  is  made  of  each,  whether  as  a  through 
route  or  as  an  intermediate  route  of  the  passenger. 

The  commission  expects  later,  when  the  work  in  Man- 
hattan is  completed,  to  extend  the  count  to  Brooklyn  and 
the  remaining  boroughs  of  the  city.  Extensive  prepara- 
tions have  been  made  and  some  preliminary  tentative 
counts  were  undertaken  at  various  points  in  connection 
with  mapping  out  the  general  scheme.  It  is  proposed 
to  do  the  work  in  a  vei-y  thorough  fashion. 

Under  the  present  scheme  that  the  commission  is 
using  each  line  is  taken  up  separately  and  studies  are 
being  made  in  connection  with  that  line  by  the  inspec- 
tion staff  of  the  commission.  Signs  were  posted  in  each 
car  several  days  prior  to  the  beginning  of  the  cooint  by 
the  inspectors.  These  signs,  printed  in  English,  Italian 
and  Hebrew,  are  informative  in  character,  stating  the 
reason  for  which  the  count  is  being  made  and  urging 
the  co-operation  and  assistance  of  the  passengers  in 
carrying  it  out.  These  posters  say  that  in  order  to  get 
at  the  proper  routing  of  cars  it  is  essential  for  the  com- 
mission to  learn  how  the  lines  are  used,  what  the  trans- 
fer points  are  of  various  passengers,  etc. 

Small  cards  have  been  printed  which  are  handed  out 
by  the  inspectors  to  each  passenger  on  the  car  of  the  line 
involved  during  any  particular  inspection.  These  cards 
request  the  passenger  to  inform  the  inspector  what  line, 
or  lines,  he  utilizes  in  order  to  get  from  his  starting 
IX)int  to  his  destination;  how  many  cars  he  uses;  the 
name  of  the  street  corner  at  which  he  begins  his  trip; 
the  street  corner  which  is  to  be  his  final  destination; 
at  what  street  corner  he  boarded  the  car  under  inspec- 
tion, and  at  what  street  corner  he  is  to  leave  that  car. 
The  passenger  is  also  requested  to  inform  the  inspector 
whether  he  paid  a  cash  fare  on  the  particular  car  or 
whether  he  presented  a  2-cent  transfer  or  a  free  trans- 
fer. City  Hall  is  taken  as  the  center  to  which  or  from 
which  all  people  are  considered  to  be  traveling.  A  blue 
card  is  used  for  all  passengers  whose  destination  is  in 
the  neighborhood  of  City  Hall,  while  a  pink  one  is  to  be 
filled  out  by  all  passengers  going  away  from  City  Hall. 

When  the  counts  are  completed  the  information  gath- 
ered by  the  inspectors  will  be  tabulated  and  indexed  so 
that  it  can  be  utilized  by  the  traffic  experts  of  the  com- 
mission in  the  preparation  of  the  necessary  analyses 
for  the  guidance  of  the  commission  in  working  out  the 
details  of  its  plan. 


Generally  speaking,  the  commission  has  obtained  an 
average  of  about  60  per  cent  of  answers  to  the  questions 
propounded  by  the  inspectors  or  tendered  to  passengers 
on  cars  presented  by  them.  Four  inspectors  are  as- 
signed to  each  car  and  the  counts  are  made  in  the  work- 
ward  and  homeward  rush  hours  and  at  mid-day  as  well. 
On  the  longer  routes  three  round  trips  are  made  by 
each  squad  of  inspectors,  while  on  some  of  the  shorter 
ones  as  many  as  six  can  be  made  in  the  same  time.  This 
means  that  on  every  surface  route  at  least  nine  round 
trips  are  made,  so  that  a  very  accurate  index  of  the 
amount  and  kind  of  travel  is  obtained  because  the  counts 
are  made  at  representative  periods  in  the  traffic  cycle. 

About  one  hundred  inspectors  drawn  from  the  various 
departments  of  the  commission  were  assigned  to  this 
work.  In  some  instances  the  inspectors  have  found  it 
possible  to  achieve  a  100  per  cent  result  of  information 
from  passengers.  This  was  particularly  true  of  the 
non-rush  hours  when  the  cars  were  less  crowded.  Dur- 
ing the  crowded  hours  the  inspectors  found  it  difficult 
to  reach  all  the  passengers  and  also  found  a  disposition, 
particularly  among  tired  passengers  in  the  night  rush 
hours,  of  not  being  willing  to  be  bothered. 

It  was  said  at  the  offices  of  the  commission  this  week 
that  the  result  of  the  count  so  far  is  regarded  as  satis- 
factoiy  and  that  the  infoi-mation  obtained  when  col- 
lated and  properly  tabulated  will  be  invaluable  in  work- 
ing out  the  problem  of  the  disposition  of  the  surface 
car  lines.  It  is  expected  that  at  least  ten  days  or  two 
weeks  more  will  be  required  to  complete  the  count  in 
Manhattan.  Several  squads  of  men  have  already  begun 
their  count  on  several  of  the  Brooklyn  and  Bronx  lines. 


Water-Power  Development  Under 
Federal  Act 

THE  Federal  Power  Commission  under  the  water- 
power  act  of  June  10,  1920,  has  since  March  1,  1921, 
authorized  the  issuance  of  thirty  licenses  involving 
1,269,000  hp.  and  twenty-four  preliminary  permits  in- 
volving 1,280,000  hp.,  a  total  of  2,549,000  hp.,  or  as 
much  as  the  aggregate  of  all  applications  approved  by 
the  several  executive  parties  during  the  fifteen  years 
preceding  June,  1920.  As  a  result,  projects  aggregating 
1,277,000  hp.  and  an  investment  of  approximately  $100,- 
000,000  are  already  under  construction  in  New  York, 
Alabama,  Wisconsin,  Oregon  and  California. 

Up  to  Oct.  8,  1921,  there  have  been  filed  with  the 
commission  256  applications  involving  more  than  16,- 
000,000  hp.,  of  which  about  10,500,000  hp.  is  primary 
power  and  5,500,000  secondary  power.  The  great  major- 
ity of  these  applications  contemplate  the  development 
and  sale  of  power  as  public  utilities.  In  1917  the 
census  report  showed  an  average  investment  in  water- 
power  plant  and  equipment  at  that  time  of  $240  per 
horsepower.  If  the  average  investment  required  in  the 
projects  before  the  commission  is  only  one-half  as  much, 
an  expenditure  of  $2,000,000,000  will  be  involved.  The 
collateral  expenditures  for  distribution  systems,  for  cus- 
tomers' installation  and  in  accessory  industries  will  be 
several  times  greater.  The  commission  believes  that 
with  the  removal  of  the  restrictions  which  have  hither- 
to existed,  with  improved  industrial  and  financial  con- 
ditions, with  the  development  of  new  industries,  with 
railroad  electrification,  and  with  the  gradual  displace- 
ment of  steam  power  by  water  power,  it  is  reasonable  to 
expect  in  the  near  future  an  activity  in  water-power 
development  hitherto  unknown. 


November  5,  1921 


Electric    Railway    Journal 


825 


Australian  Railway  Rail 

Standard   Specifications  for   Railway   Rails   and   Fishplates 
Just  Issued — Rails  Generally   Are  Higher  for  Their 
Weights  than  Their  American  Equivalents 

THE  Commonwealth  Institute  of  Science  and 
Industry,  Melbourne,  Australia,  has  published  the 
new  Australian  standard  specifications  for  railway  rails 
and  fishplates  which  were  adopted  this  year  and  have 
been  approved  by  the  Interstate  Conference  of  Railway 
Commissioners.  The  specifications  include  ten  draw- 
ings giving  dimensions  of  the  five  standard  section  rails 
(T-rails)  and  fishplates.  The  rails  weigh  60,  70,  80,  90 
and  100  lb.  per  yard.  The  section  of  the  standard  80-lb, 
rail  and  fishplates  is  reproduced. 

The  rails  generally  are  higher  for  their  weights  than 
their  American  equivalents  in  either  A.  S.  C.   E.  or 


Section  of  Australian  Standard  80-Lb.   Railway  Rail 
AND  Fishplates 

A.  R.  A.  series.  The  heads  are  also  wider  and  of 
slightly  less  depth,  while  the  sides  of  the  webs  are 
straight  in  contrast  to  the  curved  sides  of  the  webs  in 
American  rails.  It  is  of  interest  to  note  the  large 
radius  of  the  fillet  connecting  the  top  and  sides  of  the 
head.  It  is  greater  than  that  found  in  most  American 
rails.  The  greater  head  width  is  probably  for  the  pur- 
pose of  securing  a  larger  fishing  surface  for  the  tops 
of  the  fishplates.  A  difference  in  fishing  angles  will 
also  be  noted,  particularly  under  the  head,  the  slope  of 
which  is  1:3.  It  is  of  interest  to  note  the  use  of  the 
term  "fishplate"  in  contrast  to  the  American  terms, 
"angle-bar"  or  "splice-bar,"  and  attention  is  called  to 
the  use  of  the  T-rail  in  contrast  to  the  British  "bull- 
head" or  "double-headed"  rail. 

In  reference  to  the  fishplate  designs,  it  seems  that 
these  could  have  been  designed  along  more  progressive 
lines  as  they  are  quite  similar  to  the  old  A.  S.  C.  E. 
designs,  which  are  admittedly  inadequate.  A  design 
similar  to  the  Pennsylvania  Railroad  standard  would 
cost  little  if  any  more  and  give  much  greater  strength. 

The   specifications  for  manufacture   in   general   are 


quite  similar  to  current  American  specifications.  Only 
5  per  cent  short  lengths  are  permitted  as  compared  with 
10  per  cent  allowed  here.  Four  kinds  of  steel  are 
specified,  permitting  a  range  in  selection  by  the  pur- 
chaser. These  are  basic  open  hearth,  acid  bessemer, 
Sandberg's  basic  open  hearth  high  silicon  and  Sand- 
berg's  acid  bessemer  high  silicon.  The  chemical  an- 
alyses of  these  are  given  in  the  accompanying  table. 


Single-Phase  Express  Locomotives  for  the 
Swiss  Federal  Railways 

OF  THE  fifty-three  electric  locomotives  that  were  or- 
dered by  the  Swiss  Federal  Railways  from  Brown, 
Boveri  &  Company,  forty-one  are  of  the  1-B-|-B-1 
type  and  will  be  used  for  passenger  and  express  train 
service.  These  engines  were  designed  to  pull  a  300-ton 
train  up  a  2.6  per  cent  grade  at  a  speed  of  31  m.p.h., 
and  to  accelerate  such  a  train  on  that  grade  to  the 
mentioned  speed  within  fifteen  minutes.  A  top  speed 
of  47  m.p.h.  should  be  possible. 

To  fulfill  these  conditions  an  output  of  2,000  hp.  is 
required,  which  is  derived  from  four  twelve-pole  single- 
phase  motors  of  500-hp.  continuous  and  750-hp.  one- 
quarter-hour  rating  at  650  r.p.m.  Two  groups  of  two 
motors  each  drive  through  a  reduction  gear  of  1 :32 
two  jackshafts,  from  which  horizontal  rods  transmit 
the  power  to  the  two  front  and  two  rear  drivers.  Each 
motor  has  its  own  7J-hp.  blower  mounted  directly  above 
it.  In  the  middle  of  the  engine  is  installed  a  1,730-kva. 
oil-cooled,  single-phase  auto-transformer,  containing 
eighteen  voltage  taps  for  the  control  of  the  motors  and 
the  train  heating.  The  oil  of  this  main  transformer  is 
kept  cool  by  being  pumped  through  a  system  of  cooling 
tubes  located  along  both  sides  of  the  locomotive.  The 
motor-operated  tap  switch  is  mounted  directly  upon  the 
cover  of  the  transformer,  resulting  in  minimum  length 
of  connections. 

All  control  apparatus,  such  as  switches,  contactors, 
relays,  etc.,  are  actuated  by  36-volt  d.c.  derived  from  a 
IJ-kw.  motor-generator  assisted  by  a  standard  car 
lighting  storage  battery.  Two  motor-operated  air  com- 
pressors of  9  kw.  each  provide  air  pressure  for  braking 

MAI.V  data  of  locomotives 

Single-phase  current 1 5,000  volt 

lYequency I6|  ft. 

Hourly  rating 2,400  hp. 

Gage Standard^ 

Diameter  of  drivers 60  in. 

Diameter  of  pony  wheels '?."*• 

Length  over  all '*n  4  a  iu' 

Weight  of  mechanical  equipment 1 09,760  lb. 

Weight  of  electrical  equipment 1 32, 1 60  lb. 

Complete  weight 241,920  lb. 


and  lowering  of  the  two  pantographs.  A  novel  system 
is  provided  to  apply  electric  braking  on  long  down 
grades.  For  this  purpose  a  42-kva.  braking  transformer 
is  connected  in  series  with  the  main  transformer,  and 
it  is  possible  to  excite  the  fields  of  the  four  traction 
motors  through  this  circuit.     The  armatures  of  each 


CHEMICAL  ANALYSES  AUSTRALL\N  STANDARD  RAILS 
. Processes  - 


Basic  Open 
Elements  Hearth* 

Carbon 0.55 — 0.68 

Silicon Not  less  than  0. 10 

Sulphur Not  more  than  0  07 

Phosphorus Not  more  than  0  04 

Manganese 0.60 — 0.90 

*  Carbon  varies  with  weight.     That  in  table  is  for  80-lb.  rail. 

Carbons  are  permitted  as  high  as  0.  62 — 0  75  for  100  lb.  O — ^H    Rail. 

Carbons  are  permitted  as  high  as  0.60 — 0  70  for  100  lb.  A — B  Rail. 


AQid 
Bessemer* 
0  50— 0.60 
Not  less  than  0   1 0 
Not  more  than  0  07 
Not  more  than  0.  07 
0.60— 0  90 


Sandberg's 
Basic  Open  Hearth 

High  Silicon 
0.50—0.65 
0  20— 0  40 
Not  more  than  0.  06 
Not  more  than  0. 06 
Not  more  than  1 .  00 


Sandberg's 
Acid  Bessemer 
High  Silicon 
0.4O— 0  55 
0  30—0  50 
Not  more  than  0.  07 
Not  more  than  0.  07 
0  70— I  00 


826 


Electric    Railway    Journat, 


Vol.  58,  No.  19 


two  motors  are  put  in  series  and  discharge  their  gen- 
erated current  into  special  braking  resistances.  As  the 
main  transformer  is  in  the  field  circuit,  its  .eighteen 
steps  permit  of  a  very  gradual  applying  of  the  braking 
force. 

The  valve  operating  the  pantograph  lowering  device 
is  interlocked  with  the  main  oil  switch,  allowing  a 
lowering  only  after  the  switch  is  opened. 


Direct  Current  for  England 

Railways  Electrification   Advisory   Committee   Submits   Its 

Final  Report  on  the  Question  of  Standardization  of 

System  to  the  Ministry  of  Transport 

THE  final  report  of  the  Electrification  of  Railways 
Advisory  Committee  on  the  question  of  standardiza- 
tion of  system  was  submitted  on  June  30  to  the  Ministry 
of  Transport  and  was  made  public  by  the  Ministry 
the  end  of  August.  The  chairman  of  the  committee  is 
Sir  Alexander  Kennedy,  LL.D.,  and  the  members  include 
Sir  John  A.  F.  Aspinall,  Sir  Philip  Dawson,  Sir  John 
Snell,  Sir  Henry  Thornton,  A.  R.  Cooper  and  Charles 
H.  Merz.  The  committee  was  appointed  in  March,  1920, 
to  decide  "whether  any  regulation  should  be  made  for 
the  purpose  of  insuring  that  the  future  electrification 
of  railways  in  England  should  be  carried  out  to  the 
best  advantage  in  regard  to  the  interchange  of  elec- 
tric locomotives  and  rolling  stock,"  and  "whether  any 
regulations  should  be  made  to  limit  the  drop  of  poten- 
tial in  an  uninsulated  return  conductor  on  electrically 
operated  railways." 

On  the  question  of  system,  the  committee  decided  as 
follows : 

1.  That,  in  the  case  of  those  railways  which  have  not  as 
yet  electrified  any  lines,  as  well  as  those  which  at  present 
have  electrified  all  or  part  of  their  lines  on  the  direct-current 
system,  their  electrification,  or  extended  electrification  as  the 
case  may  be,  should  be  carried  out  on  the  direct-current 
system. 

2.  That  the  standard  pressure  of  the  direct-current  system 
at  the  substation  busbars  shall  be  1,500  volts,  subject  lo: 

(a)  The  continuance  of  any  existing  600- volt  and/or 
1,200-volt  installations,  and,  subject  to  the  approval  of  the 
Minister  of  their  extension. 

(b)  The  adoption  of  half  the  standard  voltage — 750  volts 
— in  those  cases  where  it  can  be  shown  to  the  satisfaction 
of  the  Minister  that  advantage  would  arise  from  the  use  of 
this  lower  pressure. 

(c)  The  adopton  of  higher  pressures — limited  to  a  mul- 
tiple of  the  standard  pressure — ^where  it  can  be  shown  to 
the  satisfaction  of  the  Minister  that  sufficient  advantage 
would  accrue. 

3.  That  both  overhead  and  rail  conductor  collection  should 
be  permitted  as  long  as  the  position  and  general  design  of 
the  conductors  and  structures  are  in  accordance  with  recom- 
mendations which  will  be  made  in  a  subsequent  report.  In 
that  report  the  committee  will  also  suggest  the  regulations 
required  to  insure  that  locomotives  and/or  motor  coaches 
shall  be  able,  wherever  it  may  be  necessary,  to  run  at  two 
different  voltages,  e.g.,  600 '750  and  1,500  and/or  with 
either  rail  or  overhead  collection. 

4.  That  the  generation  of  current  for  direct-current  lines 
should  be  alternating  three-phase  at  such  voltag^e  as  may 
be  desirable  in  each  case. 

5.  That  in  the  case  of  existing  generating  stations  supply- 
ing at  any  frequency  between  25  and  50  cycles  it  is  unneces- 
sary to  make  any  change  in  frequency,  but  that  it  is  desir- 
able that  where  any  one  such  frequency  is  in  general  use 
in  a  particular  electricity  district  any  new  power  station 
put  down  in  that  district  for  supplying  a  railway  should 
adopt  the  frequency  which  has  been  approved  by  the  elec- 
tricity commissioners  or  is  in  general  use  in  that  district. 

The  committee  desires  to  add  on  this  matter  that  from 
the  evidence  which  has  been  put  before  it,  as  well  as  its  own 
experience,  it  has  come  to  the  conclusion  that  alternating 
current  supplied  to  substations  at  a  frequency  of  50  cycles 
can  be  used  for  railway  purposes  without  any  detriment  to 
railway  working. 


In  connection  with  the  recommendation  on  system, 
the  committee  says  the  London,  Brighton  &  South 
Coast  Railway  long  ago  had  installed  the  single-phase 
system  for  its  suburban  lines  and  that  a  change  to  the 
direct-current  system  would  involve  a  large  financial 
expenditure  which  the  railway  itself  could  not  be  asked 
to  undertake,  and  which  it  would  be  diflScult  to  justify 
to  the  public  at  the  present  time.  The  committee 
recommended,  therefore,  that  the  system  now  in  use  or 
planned  for  lines  actually  under  construction  on  the 
Brighton  company's  suburban  lines  need  not  be  changed. 

The  committee  considers  that  a  standard  position  out- 
side the  track  should  be  defined  within  certain  limits 
for  the  contact  surface  of  the  contact  rails  in  relation 
to  the  position  and  level  of  the  running  rails  and  recom- 
mends that  in  respect  to  new  electrically  operated  lines 
and  extensions  to  existing  lines  the  following  regula- 
tions should  be  issued  for  securing  the  interchange- 
ability  of  running:  (1)  The  contact  surface  shall  be  in 
the  horizontal  plane;  (2)  the  gage  measured  between 
the  center  of  the  horizontal  contact  surface  of  contact 
rails  and  the  gage  line  of  the  nearest  rail  of  the  corre- 
sponding track  shall  be  1  ft.  4  in.;  (3)  the  vertical 
height  of  the  contact  surfaces  above  the  plane  of  the 
top  table  of  the  running  rail  shall  be  for  top-contact 
rails  3  in.,  for  under-contact  rails  IJ  in.;  (4)  the 
vertical  height  of  the  contact  rail  above  the  plane  of 
the  top  table  of  the  running  rail  shall  be  such  as  to 
provide  the  necessary  clearance  from  the  load  gages 
from  time  to  time  in  use;  (5)  the  under-contact  rail 
where  employed  shall  provide  for  the  engagement  of  the 
contact  shoe  being  made  from  the  side  nearest  to  the 
running  rail;  (6)  above  the  level  of  the  under-contact 
surface  no  part  of  the  contact  rail  construction  shall  be 
at  a  less  distance  than  1  ft.  1*  in.  from  the  gage  line  of 
the  nearest  contact  rail,  and  below  the  level  of  the 
under-contact  surface  at  a  less  distance  than  1  ft.  7*  in. 
from  the  gage  line  of  the  nearest  track  rail;  (7)  the 
vertical  distance  between  the  underside  of  any  contact  . 
shoe  in  the  three  positions  and  the  plane  of  the  top  table 
of  the  running  rail  shall  not  be  less  than  1*  in. 

Standardized  0\'erhead  Collection 

In  respect  to  overhead  collection,  it  is  essential  for 
the  interchange  of  electrically  operated  trains  that  the 
position  of  the  overhead  live  wire  and  the  clearances 
between  the  live  wire  and  the  fixed  and  moving  struc- 
tures as  well  as  the  width  and  operating  range  of  the 
collector  gear  shall  be  such  that  any  train  may  collect 
current  from  all  electrically  equipped  railways.  The 
committee  therefore  recommends  that  in  respect  to  new 
lines  and  new  electrical  equipment  on  existing  lines  the 
following  regulations  should  be  issued  for  securing 
interchangeability  of  running:  (1)  The  standard  clear- 
ances shall  be,  between  the  underside  of  any  overhead 
live  wire  or  conductor  and  the  maximum  load  gage 
likely  to  be  used  on  the  line  in  the  open,  3  ft.;  through 
tunnels  and  under  bridges,  10  in. ;  between  any  part  of 
the  structure  and  the  near  point  of  any  live  overhead 
wire  or  conductor,  6  in.;  between  the  rail  level  and 
overhead  conductors  at  crossings,  18  ft.;  at  places 
where  there  is  a  likelihood  of  men  in  the  conduct  of 
their  duties  having  to  stand  on  the  top  of  engines  or 
vehicles,  20  ft.;  between  any  part  of  the  collector  gear 
and  any  structure,  3  in.  (2)  The  horizontal  distance  of 
the  contact  wire  from  the  plane  to  the  center  line  of  the 
track  and  perpendicular  to  the  surface  of  the  track  rails 
shall  be  within  the  following  limits:  At  a  height  of  18 


November  5,  1921 


Electric    Railway    Journal 


827 


ft.  above  the  level,  1  ft.  3  in. ;  at  a  height  of  4  in.  above 
the  maximum  load  gage  likely  to  be  used  on  the  line, 
1  ft.  9  in.  (3)  The  weight  and  construction  of  the  con- 
tact wire  and  support  shall  be  suitable  for  the  passage 
of  collectors  exerting  an  upward  pressure  of  25  lb.  to 
40  lb.  (4)  The  width  of  the  renewable  contact  surfaces 
of  the  collectors  at  right  angles  to  the  track  shall  not  be 
less  than  4  ft.  and  the  extreme  width  over  the  horns  of 
the  collector  shall  not  exceed  7  ft.  6  in. 

The  committee  concluded  that  it  was  unwise  to  draft 
any  regulations  limiting  the  drop  of  potential  on  unin- 
sulated return  conductors.  It  said  that  the  cases  of 
harmful  effects  due  to  potential  drop  in  excess  of  that 
allowed  by  the  tramway  act  had  been  few  and  unim- 
portant and  readily  corrected  by  the  railway  companies 
on  their  own  initiative.  The  only  question  was  the 
effect  of  these  currents  on  the  instruments  in  observa- 
tories, and  the  committee  felt  that  regulations  should 
be  limited  to  the  portion  of  electric  railways  within  the 
vicinity  of  the  observatory. 


Edinburgh  Corporation  Tramways  Begin 
Overhead  Construction 

ALTHOUGH  the  motor  omnibus  has  displaced  the 
jl\  cable  cars  in  Edinburgh,  Scotland,  on  the  majority 
of  routes,  additional  factors  presented  their  applica- 
tion on  the  route  from  Leith  to  Edinburgh.  To  allow 
a  continuous  trip  between  the  two  cities  at  the  least 
cost,  electrification  appeared  most  promising.  The 
photograph  reproduced  herewith  shows  the  staff  of  the 


Setting  Tubular  Steel,  Pole  in  Edinburgh 

Edinburgh  Corporation  Tramways  present  at  the  erect- 
ing of  the  first  pole  to  support  the  tramway  overhead 
construction  since  the  tramways  passed  into  the  hands 
of  the  municipality.  A  special  portable  derrick  fur- 
nished means  of  rapid  setting  of  the  tubular  steel  poles. 

The  London  General  Omnibus  Company  has  just 
completed  a  motor  coach  which  has  many  new  features. 
The  seats  are  arranged  so  that  a  zigzag  gangway  runs 
the  entire  length  of  the  coach.  There  is  ample  room 
for  every  passenger.  The  most  striking  new  feature 
which  the  coach  displays,  however,  is  the  arrangement 
of  the  hood,  which,  when  it  is  not  in  use,  is  folded 
away  in  front  of  the  driver.  It  is  claimed  for  this 
device  that,  among  other  advantages,  it  gives  the  driver 
a  better  view  to  the  rear  of  the  coach,  decreases  the 
rear  overhang,  and  prevents  damage  to  the  hood  when 
the  coach  is  being  reversed. 


A  Correction  in  Discussion  on  Trolley  Wire 

American  Copper  Products  Corporation 

New  York,  Oct.  26,  1921. 

To  the  Editors: 

In  your  issue  of  Oct.  18,  page  633,  included  with  the 
summary  of  remarks  before  the  convention  of  the 
American  Electric  Railway  Engineering  Association,  I 
am  quoted  as  expressing  preference  for  numerous  reduc- 
tions in  wire  drawing.  This  is  contrary  to  my  opinion 
in  the  matter.  In  substance,  my  remarks  on  this  sub- 
ject were  that  we  would  agree  with  the  majority  that 
the  heavy  draws  produce  wire  of  at  least  equal  results 
physically  and  of  more  uniform  hardness;  that  is,  we 
get  away  from  the  skin  hardness  by  the  heavy  draws. 

I  would  appreciate  it  if  you  would  make  this  correc- 
tion. Horace  A.  Staples. 


What  Merchandising  Means 

New  York,  Oct.  81,  1921. 

To  the  Editors : 

In  the  efforts  to  "merchandise"  electric  railway  serv- 
ice, has  there  been  enough  thought  given  to  the  quality 
of  the  goods? 

Some  people — fewer  every  day — ride  on  the  street 
cars  because  they  have  to.  Merchandising  must  be  di- 
rected to  winning,  or  winning  back,  the  others. 

In  the  last  analysis,  the  only  way  to  fight  the  bus, 
the  private  car  and  the  sidewalk  is  to  make  the  street 
car  service  more  attractive.  If  this  is  not  done,  no 
amount  of  propaganda  can  save  the  industry. 

To  make  the  service  more  attractive,  the  manager 
must  absolutely  get  the  point  of  view  of  the  passenger. 
The  best  way  to  do  this  is  for  the  manager  to  ride  his 
cars  and  himself  study  every  point  of  contact  of  the 
passenger  with  the  transportation  system — the  wait  on 
the  comer,  the  stop  signs  and  landing  places,  the  car 
signs,  the  steps,  the  method  of  fare  collection,  the  clean- 
liness of  seats  and  windows.  The  most  minute  impres- 
sions should  be  studied  by  the  manager,  for  little 
things,  either  good  or  bad,  very  often  produce  general 
impressions. 

No  one  can  talk  merchandising  and  ignore  zone  fares. 
There  are  millions  of  people  in  this  country  walking 
short  distances  every  day  who  would  ride  if  the  fare 
for  their  journey  were  less.  Because  a  zone-fare  sys- 
tem failed  in  New  Jersey  is  no  proof  that  the  principle 
can  never  be  applied  in  this  country.  In  some  of  its 
many  forms  it  is  now  in  use  in  many  places  in  this 
country.  The  street  railway  must  aim  to  adapt  its  serv- 
ice to  the  needs  of  the  greatest  possible  number  of 
people. 

The  subject  of  civility  of  employees  is  hackneyed,  but 
it  must  be  confessed  that  there  is  still  much  to  be 
desired  in  this  line.  Shall  we  throw  up  our  hands  or 
shall  we  look  for  new  influences  and  methods  in  place 
of  old  ones  which  have  failed?  Some  roads  have  at- 
tained a  fair  degree  of  success  in  the  matter  of  courtesy 
to  passengers.  On  every  road  there  are  some  men  who 
treat  their  passengers  like  human  beings.  Does  this 
not  hold  out  hope  that  improvement  along  this  line  is 
not  impossible?  J.  A.  Emery. 


Equipment  and  Its  Maintenance 

Short  Descriptions  and  Details  of  New  Apparatus  of  Interest 

to  the  Industry.     Mechanical  and  Electrical 

Practices  of  All  Depattments 


Brake  Equipment  for  Paulista 
Railway 

The  Electric  Locomotives  Are  Provided  with  a  Combined 

Vacuum  and  Air  Pressure  Brake  Equipment  and 

Arrangements  for  Regenerative  Braking 

Are  Also  Made 

THE  brake  equipments  for  the  electric  locomotives 
now  going  into  service  on  the  electrified  portion  of 
the  Paulista  Railway  in  Brazil  have  several  new  fea- 
tures. As  the  cars  to  be  handled  by  these  locomotives 
are  equipped  with  the  automatic  vacuum  brake,  it 
was  necessary  to  make  provision  on  the  locomotive  for 
controlling  this  type  of  brake  equipment.  As  these 
electric  locomotives  weigh  from  100  to  140  tons,  it 
would  take  from  six  to  eight  vacuum  cylinders  of  28-in. 
diameter  to  give  the  proper  braking  force  for  each 
locomotive,  and  as  there  is  quite  a  list  of  other  appa- 
ratus besides  brake  equipment  that  must  be  supplied, 
it  is  evident  that  the  vacuum  brake  could  not  be 
utilized  on  the  locomotives  themselves,  although  ar- 
rangements had  to  be  made  to  handle  trains  of  cars 
so  equipped. 

The  simple  straight  air  locomotive  brake  equipment 
couM  be  used  for  handling  the  locomotives  alone,  but 
to  apply  it  in  conjunction  with  the  vacuum  train  brakes 
would  require  the  operation  of  two  separate  valves  by 
the  engine  man  at  the  same  time,  which  is  objectionable. 
Moreover,  as  two  separate  operating  valves  could  not 
be  mechanically  connected  so  as  to  operate  simultane- 
ously without  destroying  the  independent  operation  of 
the  locomotive  brake,  this  might  prove  impractical. 
The  brake  as  adopted  provides  for  connecting  the 
vacuum  and  air  pressure  system,  so  that  a  reduction  in 
the  air  pressure  brake  pipe  would  be  followed  by  a 
locomotive  brake  application  of  the  same  proportionate 
amount  as  that  realized  on  the  cars  and  the  train.  Also, 
the  re'ease  of  the  train  brakes  automatically  causes  a 
corresponding  release  of  the  locomotive  brakes.  Both 
of  these  are  accomplished  without  interfering  with 
possible  independent  release  or  application  of  the  loco- 
motive brakes  at  any  time. 

Details  op  Brake  Equipment 

The  brake  equipment  of  these  locomotives  consists 
of  a  motor-driven  air  compressor  of  21  cu.ft.  displace- 
ment with  a  7i-hp.  direct-current  motor  operating  on 
95  volts.  This  supplies  the  compressed  air  for  the 
locomotive  brake  system  and  for  the  air-operated  aux- 
iliaries. The  vacuum  for  the  train  brake  system  is 
obtained  by  a  motor-driven  vacuum  pump  having  a 
displacement  at  full  speed  of  150  cu.ft.  per  minute. 
This  is  driven  by  a  10-hp.  direct-current  motor  operat- 
ing on  95  volts.  The  exhauster  operates  at  full  speed 
only  during  the  release  of  the  vacuum  brake.  At  all 
other  times  it  operates  at  half  speed  to  maintain  the 


vacuum  against  leakage.  On  some  of  the  Paulista  loco- 
motives the  air  compressor  and  vacuum  exhauster  will 
be  combined  into  one  unit  driven  by  a  single  motor.  In 
this  case  they  will  both  operate  continuously  at  normal 
speed. 

The  locomotive  brake  operating  parts  are  in  general 
the  same  as  are  used  on  all  modern  steam  locomotives. 
Two  brake  cylinders  are  mounted  on  each  truck,  one  of 
which  operates  the  brakes  on  the  driving  wheels  on  that 
side  of  the  truck.  Air  pressure  is  admitted  to  and 
released  from  these  cylinders  by  a  distributing  valve, 
which  is  the  principal  operating  device  of  the  Westing- 
house  Air  Brake  Company's  E.T.  locomotive  equipment. 
Two  engineer's  brake  valves  are  required  at  each  control 
stand,  one  of  which  is  called  the  independent  brake  valve 
for  operating  the  locomotive  brakes  only  and  the  other 
is  called  the  automatic  brake  valve  for  operating  both 
train  and  locomotive  brakes. 

Two  Types  of  Brakes  Operate  in  Harmony 

The  most  distinctive  features  of  this  new  equipment 
are  those  provided  for  causing  the  locomotive  brakes  to 
operate  in  harmony  with  the  train  brakes  during  the 
manipulation  of  the  automatic  vacuum  brake  valve. 
This  is  accomplished  by  two  new  devices  called  the 
"application  control  valve"  and  the  "release  control 
valve,"  which  are  connected  in  both  the  vacuum  and  air 
pressure  systems.  They  consist  of  diaphragms,  springs 
and  valves  so  arranged  as  to  preserve  a  certain  balance 
between  the  vacuum  and  air  pressure.  When  the 
vacuum  is  reduced  to  apply  to  train  brakes  the  applica- 
tion control  valve  causes  a  corresponding  proportionate 
reduction  of  air  pressure  in  the  pressure  brake  pipe 
which  connects  it  to  the  distributing  valve  and  causes 
the  latter  to  operate  exactly  as  if  it  were  in  an  air 
pressure  system.  When  the  vacuum  is  reinstated  to 
release  the  train  brakes  the  application  control  valve 
admits  a  sufficient  amount  of  main  reservoir  air  to  the 
pressure  brake  pipe  to  cause  the  distributing  valve  to 
assume  the  release  position  and  to  release  the  locomo- 
tive brakes.  The  release  control  valve  is  provided  so 
that  in  case  the  vacuum  brakes  are  graduated  off  in 
steps,  instead  of  being  entirely  released  at  once,  the 
locomotive  brake  cylinder  pressure  will  be  released 
proportionately  in  about  the  same  number  of  steps. 

These  locomotives  are  a'.so  arranged  for  regenerative 
braking  and  it  is  considered  necessary  to  prevent  the 
application  of  the  power  brakes  during  the  time  that 
the  locomotive  is  regenerating,  as  both  retarding  forces 
acting  together  would  be  likely  to  cause  the  wheels  to 
slide.  This  is  accomplished  by  a  special  cap  on  the 
distributing  valve,  which  contains  a  magnet  and  valve 
so  arranged  that  during  regeneration  the  distributing 
valve  will  not  operate.  Immediately  upon  release  of  the 
regeneration  the  power  brakes  become  active  exactly 
as  if  the  regeneration  had  not  been  used. 


November  5,  1921 


Electric    Railway    Journal 


829 


Turbo-Generator  Operated  Five  Years  with 
But  Few  Stops 

FOR  five  years  a  3,200-kva.  turbo-generator  has  been 
operating  in  the  power  plant  of  the  city  of  Sas- 
katoon, Canada,  without  a  breakdown.  The  unit  was 
installed  by  the  Westinghouse  company  in  1914  and 
was  put  into  operation  Nov.  24  of  the  same  year. 
Except  for  a  short  period  in  the  summer  of  1919  it 
has  been  continuously  available  for  service. 

A  summary  of  performances  given  by  city  engineers 
show  that  the  governor  operated  between  extremes  of 
load  which  varied  from  300  to  2,850  kw.  in  perfect 
control.  The  only  portion  of  the  entire  equipment  that 
was  ever  removed  was  the  governor  pedestal  cap  for 
the  purpose  of  renewing  a  gasket  on  the  gland  runner 
joint.  The  condenser  has  proved  reliable.  On  one  occa- 
sion when  ice  shut  off  the  water  intake  seventeen  times 
in  an  eight-hour  run  no  trouble  to  the  tubes  or  plates 
occurred   under  this   unusual   strain. 

There  were  two  runs  of  long  duration.  The  first  of 
these  took  place  from  Oct.  6,  1916,  to  April  22,  1917, 
and  the  second  from  June  12,  1917,  to  March,  1918.' 
In  the  first  run  the  load  factor  was  46.3  per  cent,  while 
in  the  second  it  was  46.6  per  cent. 


The  Electric  Steam  Boiler 

THE  APPLICATION  of  a  15,000-volt,  single-phase 
current  directly  to  the  water  in  a  boiler  for  the 
purpose  of  generating  steam  by  electricity  was  de- 
scribed in  the  Aug.  6  issue  of  Electric  Railway 
Journal.  Some  further  details  regarding  the  boiler 
construction  are  now  available.  In  the  construction  of 
'boilers  for  alternating-current  voltages  from  1,000  to 
15,000  volts,  no  special  heating  elements  are  used.  With 
the  lower  voltage,  one  electrode  is  used,  and  with  the 
high  voltage  two  electrodes,  the  water  in  each  case 
forming  the  rheostat.  The  accompanying  illustration 
shows  the  construction  used  for  the  electrically  heated 
boiler  in  service  for  heating  trains  of  the  Swiss  Federal 
Railways  where  a  single-phase,  15,000-volt  current  is 
used. 

Extensive  tests   made   on   large   electro-boilers   with 


k:&^    ^>::^^ 


Electrically  Heated  Steam 

Boilers  Used  for  Heating 

Cars  of  the  Swiss  Federal 

Railways 

alternating  current  of  161  cycles  showed  that  there  is 
no  danger  from  any  possible  gas  generation.  The  regu- 
lation of  the  current  in  relation  to  the  steam  dprrand  is 
effected  either  by  controlling  the  depth  of  immersion  of 
the  electrodes  in  the  water,  or  by  changing  the  position 
of  an  insulated  cylinder  placed  coaxially  with  the  elec- 
trodes and  thereby  increasing  or  decreasing  the  length 
of  the  path  of  the  current  through  the  water.  The 
latter  method  has  been  highly  developed  by  the  Brown- 


Boveri  Company  in  Switzerland.  For  the  automatic 
maintenance  of  a  constant  steam  pressure,  the  insulat- 
ing cylinder  may  be  connected  to  a  float.  This  insulat- 
ing cylinder  may  consist  of  earthenware  for  low 
voltage,  or  porcelain  for  high  voltage.  With  large 
output  boilers  quartz  only  will  resist  the  action.  To 
provide  the  necessary  cooling  of  the  electrodes,  in  large 
output  boilers,  a  water  circulating  pump  is  provided. 

Trip-Cock  Test  on  London  Underground 

'T^HE  Metropolitan  District  Railway,  London,  for- 
A  merly  tested  the  trip  cocks  on  its  trains  at  the  St. 
James's  Park  station,  but  the  method  used  was  such 
as  to  cause  what  was  practically  an  emergency  stop. 
Aside  from  this  shaking  up  of  train  and  pasengers,  the 
.  scheme  had  the  disadvantage  that  it  did  not  apply  to 
every  train  and  to  every  trip. 

These  objections  have  been  overcome  by  the  trip-cock 
testing  devices  now  installed  at  the  Charing  Cross  sta- 


Treac//e 


Connections    for    Testing 

*  I  d'arM     "I^P  "  COCK         ADJUSTMENT, 

\   /oiijas'' London  Underoround  Rail- 
ways 


tion  on  both  tracks,  shown  in  the  accompanying  dia- 
gram. As  each  passing  train  operates  the  device  an 
indication  is  given  at  once  in  case  the  trip-cock  arm  is 
incorrectly  adjusted  or  out  of  gage  horizontally  to  more 
than  I  in.  up  or  down,  or  vertically  within  J  in. 

About  750  ft.  back  of  each  starting  signal  there  is 
installed  a  ramp  on  the  side  of  the  track  opposite  to 
that  of  the  positive  conductor  rail  (as  distinguished 
from  the  negative  conductor  rail  used  in  London)  and 
having  the  same  relative  height  and  position.  About 
250  ft.  from  the  starting  signal  a  detector  is  attached 
to  the  end  of  a  tie,  set  8  in.  from  the  running  rail,  also 
on  the  side  opposite  to  the  positive  conductor  rail,  but 
about  2.\  in.  above  rail  level.  A  lamp  indicator,  show- 
ing a  purple  light,  is  mounted  on  the  starting  signal 
post  or  adjacent  to  the  signal. 

As  the  train  passes  over  the  ramp  the  collector  shoe 
energizes  the  latter  by  transfer  from  the  collector  shoe 
on  the  other  side,  and  a  relay,  which  switches  on  the 
light  in  the  indicator,  is  thereby  actuated.  This  relay 
is  held  up  through  a  contact  on  the  detector,  but  as  a 
train  with  correctly  adjusted  trip  cocks  passes  the  latter 
the  detector  is  operated  to  de-energize  the  re'ay  and 
extinguish  the  indicator  light.  Should  the  trip  cock 
be  out  of  gage,  or  otherwise  incorrect,  the  detector  will 
not  be  operated.  The  continued  illumination  of  the 
indicator  light  will  tell  the  motorman  that  the  trip  cock 
is  out  of  adjustment. 


830 


Electric    Railway    Jouenal 


Vol.  58,  No.  19 


Railway  Topics  Discussed  by  A.  S.  M.  I. 

Municipal    Engineers  Meet  in  Baltimore  and  Consider  TraflSc  Rules,  City 

Planning,  Rapid  Transit  and  Paving — Specifications 

for  Track  Construction  Proposeid 


A  FOUR-DAY  convention  of  the 
American  Society  for  Municipal  Im- 
provements, the  twenty-seventh  annual 
meeting  of  that  organization,  was  held 
in  Baltimore,  Oct.  25-28.  A  large 
number  of  papers  and  reports  were 
presented,  among  them  a  paper  on 
rapid  transit  systems  by  Robert  Ridg- 
way  of  New  York,  printed  on  another 
page.  Abstracts  of  a  number  of  other 
reports  or  addresses  of  especial  inter- 
est to  electric  railway  companies  are 
given   below: 

TRAFnc  AND  Transportation 

The  report  of  the  committee  on  traffic 
and  transportation  was  devoted  to  a 
consideration  of  the  reduction  of  street 
congestion,  to  jitney  traffic  and  to  a 
recommendation  for  the  establishment, 
in  municipalities  having  a  population 
of  100,000  or  over,  of  a  highway  trans- 
port division.  The  duties  of  this 
division  would  be  to  deal  with  all  mat- 
ters pertaining  to  traffic  and  trans- 
portation which  affect  the  economic 
designs  and  maintenance  of  streets  and 
their  efficient  use  by  pedestrians  and 
all  classes  of  vehicles.  One  of  the  most 
important  functions  of  such  a  division 
would  be  to  make  highway  transport 
surveys  as  preliminary  to  the  design 
and  redesign  of  streets  and  the  formu- 
lation of  efficient  traffic  regulations.  On 
the  subject  of  reduction  of  street  con- 
gestion and  jitney  service,  the  report 
says: 

"Based  on  a  careful  analysis  of  pub- 
lic passenger  transportation,  your  com- 
mittee considers  that  it  is  highly 
desirable,  from  the  standpoints  of  eco- 
nomic public  service  transportation 
and  the  efficient  use  of  municipal 
streets  by  traffic,  that  the  society 
should  strongly  condemn  the  deve'op- 
ment  of  'wildcat,'  so  called,  jitney  serv- 
ice. Not  only  is  the  installation  of 
such  service  undesirable  from  the 
standpoint  of  the  overcrowding  of 
streets  with  five-passenger  public  trans- 
portation vehicles,  but  it  is  obviously 
unfair  to  public  service  corporations, 
operating  under  franchises,  to  be  forced 
to  compete  with  a  jitney  service,  which 
almost  universally  is  operating  on  an 
uneconomic  basis.  The  present  over- 
crowding of  some  of  the  principal 
thoroughfares  of  the  city  of  Detroit 
with  hundreds  of  five-passenger  jitneys 
furnishes  a  striking  example  of  this 
type  of  public  service  transportation 
development." 

In  the  discussion  following  this  re- 
port, Prof.  Arthur  H.  Blanchard  of 
the  University  of  Michigan  advocated 
the  principle  of  compelling  jitneys  to 
operate  only  under  municipal  franchises 
by  the  terms  of  which  they  could  be 
forced  to  render  adequate  service,  as 
are  the  street  railway  companies.  Such 
a  method  of  operation,  he  announced, 
is  in  effect  in  Detroit,  where  groups  of 
jitney  buses  have  been  formed  into 
companies.  He  opposed  the  practice 
of  permitting  jitney  buses  to  operate 
on  the  same  streets  as  street  railway 
lines,  citing  the  case  of  one  company  in 
Michigan  which  has  been  forced  to  sus- 
pend service  on  account  of  jitney  com- 
petition. It  was  brought  out  in  the 
discussion,  also,  that  the  public  may 
find  jitney  service  a^jreeable  during  the 
warm    months    of    summer,    but    that 


when  winter  comes  the  value  of  an 
inclosed  street  railway  tar  is  better 
appreciated. 

License  fees  for  motor  vehicles  oper- 
ating on  city  streets,  Professor 
Blanchard  believes,  are  too  low.  In 
England,  he  pointed  out,  a  substantial 
charge  is  made  for  the  use  of  city  pave- 
ments by  buses  and  trucks.  He  forecast 
a  wide  utilization  of  motor-truck  lines 
for  freight  haulage  to  be  installed  and 
operated  by  the  railway  companies. 

In  large  cities,  where  traffic  is  con- 
gested. Professor  Blanchard  stated  the 
trackless  trolley  is  not  an  economical 
means  of  transport.  The  concentrated 
wear  caused  by  these  vehicles,  he  said, 
is  responsible  for  ruts  in  pavements. 

Public  Service  Commissions  and 
Municipalities 

In  presenting  an  abstract  of  his 
paper  on  "The  Relations  Between  Pub- 
lic Service  Commissions  and  Munic- 
ipalities," Major  Ezra  B.  Whitman,  of 
Norton,  Bird  &  Whitman,  consulting 
engineers,  Baltimore,  and  a  member  of 
the  Public  Service  Commission  of  Mary- 
land, made  a  plea  for  the  establishment 
of  equitable  rates  for  sue!)  utilities  as 
street  railway  corporations  and  gas 
companies,  even  though  this  should 
mean  a  raising  of  rates,  in  order  to 
prevent  the  companies  from  going  into 
receiverships.  It  has  been  the  recent 
practice  in  Maryland,  in  certain  cases, 
to  allow  a  corporation  a  temporarily 
increased  rate,  pending  a  final  decision 
by  the  Public  Service  Commission. 
Such  action  is  necessary,  he  pointed 
out,  because  changing  conditions  in  the 
cost  of  labor  and  materials  take  place 
far  more  rapidly  than  it  is  possible  for 
public  service  commissions  to  give 
their  decisions.  Often  such  delibera- 
tions take  from  six  months  to  two 
years  and  involve  detailed  valuations  of 
property.  Major  Whitman  made  the 
point  that  public  service  corporations 
can  live  only  so  long  as  capital  is  at- 
tracted to  them,  and  this  means  the 
establishment  of  rates  which  will  as- 
sure a  reasonable  profit  on  the  invest- 
ment. 

City  Planning 

The  report  of  the  committee  on  city 
planning  urged  the  establishment,  in 
every  city  of  50,000  inhabitants  and 
upward,  of  a  city  planning  office  with 
at  least  one  well-trained  employee.  In 
the  development  of  a  city  plan  the 
studies  should  be  made  in  the  follow- 
ing order:  (1)  Major  streets  plan, 
(2)  transit  plan  covering  street  car 
lines,  (3)  transportation  plan  covering 
steam  and  electric  railroad  locations 
and  terminals,  (4)  public  recreation 
plan,  (5)   zoning  plan,   (6)   civic  art. 

Street  Railway  Paving 

This  was  the  first  report  of  a  new 
committee,  of  which  C.  E.  DeLeuw  of 
Chicago  is  chairman.  It  was  not  pre- 
sented for  adoption  A  number  of  ab- 
stracts from  letters  of  city  engineers 
describing  street  railway  track  and 
paving  construction  in  their  cities  were 
given,  as  well  as  some  drawings  and 
statements  of  these  engineers  on  the 
various  details  of  construction  which 
have  been  found  successful  or  unsatis- 
factory.    The  report  then  recites  fac- 


tors which  require  study  in  selection  of 
tracks  and  pavements  therefor.  These 
seem  to  be  taken  largely  from  reports 
of  the  committee  on  way  matters  of  the 
American  Electric  Railway  Engineer- 
ing Association  for  1914  and  1915.  The 
latter  committee  is  also  quoted  directly 
on  conclusions  presented  in  1915  on 
track  pavements. 

It  also  contained  a  proposed  speci- 
fication for  street  railway  pavements 
and  track  construction,  submitted  for 
discussion.  The  specification  contains 
sixteen  sections,  which  bear  earmarks 
of  rather  hasty  preparation.  The  first 
ten  sections  of  the  specification  are  re- 
printed below.  These  are  followed  by 
five  sections  for  stone,  brick,  wood,  as- 
phalt and  concrete  pavements  and  a 
final  section  on  "grade."  An  objection- 
able feature  of  the  latter  is  a  proposal 
that  the  outer  rails  of  double  tracks 
shall  be  i  in.  below  the  inner  rail. 
Proposed  Specifications  for  Street  Rail- 
way Paveme.nts  and  Track  Construction 

1.  Excavation.  1.  The  contractor  shall 
excavate    the    space   to    be    occupied   by    the 

tracks    to    a    depth    of    inches    below 

flni.shed  grade.  Any  soft,  spongy  or  other- 
wise defective  material  shall  be  removed 
from  the  subgrade,  and  replaced  with  sound 
material. 

2.  The  subgrade,  shall  be  thoroughly 
rolled  with  a  three-wheel  roller  weighing 
not  less  than  10  tons  where  practicable. 
In  places  inaccessible  to  the  roller  com- 
pression will  be  secured  by  tamping. 

II.  Subsoil  Drainage.  3.  In  all  soils  ex- 
cept sand,  gravel  or  sandy  loam,  subsoir 
drainage  shall  be  provided. 

4.  Tills  shall  be  done  by  laying  either 
4-  or  6-in.  tile  pipe  in  a  trench  surrounded 
by  crushed  stone,  gravel  or  cinders.  The 
drain  shall  be  laid  under  the  center  of 
each  track  or  midway  between  tracks,  as 
may  be  determined  by  the  character  of  soil. 

5.  Provision  shall  be  made  for  connec- 
tions leading  from  the  base  of  rails  to  the 
subsoil  drains,   at  frequent   intervals. 

6.  Subsoil  drains  shall  be  connected  to 
the  sewers  by  means  of  vitrified  tile  pipe 
of  a  suitable  size. 

III.  Foundation.  Ta.  Plain  Ballasted 
Construction,  The  ballast  shall  be  evenly 
spread  in  the  trench  so  that,  after  being 
thoroughly  compacted  with  a  three-wheel 
roller  weighing  not  less  than  10  tons,  it 
shall  have  a  minimum  depth  of inches. 

8a.  Ballast  shall  consist  of  clean,  hard, 
durable  crushed  stone  or  gravel  graded  so 
as  to  pass  a  2-in.  screen  and  be  retained 
on  a  5-in.  screen. 

7b.  Concrete  Slab  Sub-ballast  Construc- 
tion. Upon  the  subgrade  prepared  as  above 
described,    shall   be   laid   a  Portland   cement 

concrete    slab    inches    in    depth.      The 

concrete  shall  conform  to  the  A.  S.  M.  I. 
specifications  for  concrete  for  pavement 
foundations. 

Sb.  After  the  concrete  slab  has  set  a 
layer  of  balla.st  shall  be  laid  to  a  maxi- 
mum depth  of  3  in.  Ballast  shall  consist 
of  clean,  hard,  durable  crus'ed  stone  or 
gravel  graded  so  as  to  pass  a  g-in.  screen 
and  be  retained  on  J -in,  screen.  Ballast 
shall  be  well  compacted  by  tamping. 

7c.  Solid  Concrete  Construction.  Upon 
the  subgrade  prepared  as  above  described 
shall  be  laid  a  concrete  foundation  which 
shall  be  constructed  integral  with  the  pave- 
ment base.  The  concrete  work  will  follow 
immediately  after  the  surfacing  and  Tning 
of   the    track.      The    final   concrete   shall   be 

brought   to  a   height  inches  below  the 

top  of  the  rail  and  shall  coincide  with  the 
grade  established  for  top  surface  of  pave- 
ment base.  Concrete  below  and  around  ties 
and  rails  shall  be  thoroughly  rammed  and 
tamped.  If  the  engineer  deems  it  necessary, 
cement  erout  shall  be  poured  so  that  all 
voids  will  be  filled.  Care  shall  be  taken 
in  tamping  under  and  around  the  tie  and 
rail  so  that  the  surface  and  line  of  the 
track  shall  not  be  disturbed.  In  no  case 
shall  the  ends  of  ties  be  covered  by  a  board 
while  placing  the  concrete. 

Sc.  The  concrete  shall  conform  to  the 
A,  S.  M.  I.  specifications  for  concrete  for 
pavement  foundations.  '       ' 

IV.  Kails.  9.  The  rails  used  shall  be 
of  a  type  and  weight  which  shall  meet 
the  approval  of  the  engineer  The  T-ralls 
shall  comply  with  ."specifications  of  the 
American     Society    for    Testing    Mafevlals. 


November  5,  1921 


Electric    Railway    Journal 


831 


The  high  T-rails  and  girder  rails  shall 
comply  with  the  specifications  of  the  Amer- 
ican Electric  Railway  Engineering  Asso- 
ciation. 

V.  Rail  Joints.  10.  Rail  joints  shall  be 
modern  bolted,  riveted  or  welded  joints. 
The  Joint  selected  shall  product  tlie  effect 
of  a  continuous  rail.  The  type  of  joint  and 
the  method  of  making  shall  be  approved  by 
the  engineer  and  be  subject  to  his  super- 
vis  ion. 

VI.  Rail  Fastenings.  11.  The  rail  shall 
be  brought  to  proper  gage  and  fixed 
securely  to  ties  by  track  spikes  or  screw 
spikes.  Clips  shall  be  used  in  all  cases 
when  crew  spikes  are  used.  The  type  and 
dimensions  of  rail  fastenings  shall  be 
approved  by  the  engineer. 

VII.  Tie  Plates.  12.  Upon  each  tie  and 
under  each  rail  shall  be  placed  a  tie  plate. 
The  size,  type,  and  weight  of  tie  plates  and 
the  method  of  fastening  to  the  ties  shall 
meet  with  the  approval  of  the  engineer. 

13.  When  tie  rods  are  not  used,  suitable 
brace  tie  plates  shall  be  placed  as  directed 
by  the  engineer. 

VIII.  Ties.  14.  Wood  Ties  (untreated). 
All  ties  shall  be  either  No.  1  white  oak  or 
90  per  cent  heart  long-leaf  yellow  pine. 

1.5.  All  ties  must  be  square  edged  and 
sound  and  sawed  out  of  straight-growing 
timber.  They  shall  conform  to  specified 
dimensions,  he  out  of  wind,  with  sawed 
ends,  and  straight  and  parallel  faces.  Ties 
shall  be  free  from  splits,  shakes,  loose  or 
decayed  knots,  or  other  imperfections  which 
may  impair  their  strength  or  decrease  their 
durability. 

16.  The  standard  dimensions  of  all  ties 
shall  be  6  in.  in  depth,  8  in.  in  width  and 
8  ft.  in  length.  A  variation  from  the 
standard  dimensions  of  i  in.  in  depth  and 
width  and  1  in.  in  length  will  be  permitted, 
provided  that  not  more  than  20  per  cent  of 
ties  under  the  standard  dimensions  will  be 
accepted. 


17.  Wood  Ties  (treated).  All  ties  shall 
be  of  long-leaf  yellow  pine,  short-leaf  yellow 
pine,  loblolly  pine,  Norway  pine,  Oregon  flr 
t-ypress,  white  oak  or  red  oak. 

18.  Ties  shall  conform  to  the  specifica- 
tions in  paragraphs  15  and  16  as  to  quality 
and   standard   dimensions. 

19.  The  air-seasoning  of  timber  is  pre- 
ferred before  steaming,  but  where  sufflcient 
time  cannot  be  allowed  for  this  fresh  cut 
timber  will  be  allowed  to  be  substituted 
for  treatment. 

20.  The  character  of  the  antiseptic  solu- 
tion and  the  method  used  shall  be  sub- 
ject to  the  approval  of  the  engineer. 

21.  The  spacing  of  ties  shall  be  not  more 
than   24   in.  center  to  center. 

IX.  Pavement  Base.  22.  After  the 
foundation  has  been  constructed,  the  track 
laid  and  brought  to  proper  alignment  and 
grade,  the  pavement  base  shall  be  laid."  It 
shall  be  of  concrete  which  shall  conform 
to  the  A.  S.  M.  I.  specifications  for  concrete 
for  pavement  foundations.  Concrete  shall 
be  thoroughly  rammed  and  tamped  around 
ties    and    rails. 

23.  Care  shall  be  taken  in  tamping 
around  the  tie  and  rail  so  that  the  surface 
and  line  of  the  track  shall  not  be  dis- 
turbed. If  the  engineer  deems  it  necessar.v. 
cement  grout  shall  be  poured  so  that  all 
voids  shall  be  filled.  In  no  case  shall  the 
ends  of  tlje  ties  be  covered  by  a  board 
while  placing  the  concrete.  Care  must  be 
taken  to  have  the  outside  edges  of  the  con- 
crete base  conform  to  the  dimensions  The 
concrete  shall  extend  from  the  bottom  of 
the  ties  to  a  grade  above  the  tops  of  the 
ties  inches  below  the  top  of  the  rail. 

X.  Rail  Filler.  24.  The  spaces  under 
the  heads  of  the  rails  and  next  to  the 
webs  shall  be  filled  ahead  of  the  pavement 
with  Portland  cement  mortar  composed  of 
one  (1)  part  Portland  cement  and  three 
(3)  parts  torpedo  sand.  At  the  option 
of  the  engineer  mastic  may  be  substituted 
consisting  of  a.sphaltic  concrete  binder. 


Status  of  Electric  Railway  Light  and  Power 

Securities* 

Decided  Improvement  in  Electric  Railway  Situation  Shown  During  Past  Year 

Details  Given — Customer  Ownership,  Valuation  and  Other  Topics 
Considered  in  Report  to  Investment  Bankers 

By  H.  M.  Addinsell 

Chairman  of  Committee  on  Public  Service  Securities, 
Investment   Bankers'   Association 

THE  past   year  of  general  business     issuing  7i  per  cent  and  8  per  cent  notes 
depression   has  accentuated  the  in-     secured  by  a  larger  face  amount  of  the 
herent   stability  of  public  utility  busi-     5  per  cent  bonds. 


ness  as  a  class.  The  treme.ndous  Indus 
trial  activity  of  1920  greatly  increased 
the  demands  on  the  utilities,  which  were 
called  upon  to  expand  their  facilities  for 
service  Lo  an  unusual  degree.  But  it 
was  an  ordered  expansion.  There  was 
no  such  peak  of  production  as  was  the 
case  in  the  industrial  field.  On  the 
other  hand,  when  the  depression  set  in 


This,  however,  was  an  obvious  make- 
shift and  the  situation  was  not  really 
met  until  the  details  of  the  so-called 
series  mortgage  had  been  worked  out. 
This  type  of  mortgage  contains  all  the 
safeguards  to  the  investor  found  in  the 
best  open  end  mortgages  of  the  pre-war 
period,  but  in  addition  provides  that 
bonds  may  be  issued  in  various  series 


^i^  ^^j'^.^.r-^^  ^-^^'-^  ^^"'"^  bSg-^cr  ^zrri^rzi'i^ 


off  in  gross  receipts. 

Both  periods,  of  course,  brought  their 
problems.  After  the  war  interest  rates 
were  high.  Prime  mortgage  securities 
could  be  sold  only  at  such  prices  as 
would  yield  the  investor  an  income  of 
7  per  cent  and  more.  This,  of  course, 
made  it  rather  embarrassing  for  a  com- 
pany which,  faced  by  large  additional 
demands  from  its  customers,  had  to 
raise  money  for  additions  and  exten- 
sions, but  had  nothing  to  raise  it  on 
except  the  5  per  cent  bonds  authorized 
by  the  open  end  mortgage  it  had  drawn 
up  before  the  war.  It  was  imperative 
that  the  extensions  and  additions  be 
built  and  built  quickly.  The  commis- 
sions demanded  it;  also  it  wou'd  have 
been  bad  business  not  to  satisfy  the 
urgent   needs   of   good   customers.      In 


dates  as  the  directors  may  deem  advis- 
able. This  makes  it  possible  for  the 
company  always  to  have  available 
against  its  needs  for  money  for  addi- 
tions and  improvement  prime  securi- 
ties which  will  meet  the  demands  of  the 
market  in  which  they  are  to  be  sold. 

Unfortunately  even  this  does  not 
solve  the  whole  problem.  One  of  the 
most  important  of  the  safeguards  to  the 
investor  contained  in  modem  mortgages 
is  the  provision  that  bonds  may  be 
issued  only  against  a  certain  propor- 
tion of  the  proposed  additions.  This 
proportion  is  generally  75  per  cent  or 
80  per  cent.  Thus  a  large  amount  of 
money  still  remains  to  be  raised  from 
the  sale  of  junior  securities.  Debenture 
financing    is    always    expensive   and    is 


some  cases  the  problem  was  solved  by  rarely  satisfactory,   though   it  may   be 

— ; — —  used  as  a  temporary  expedient  in  times 

Abstracted  from  the  report  of  the  com-  of  pmere-enrv      The  e-reater  nart  of  this 
n;itt'e.   presented   at  the  annual  convention  emergency,     ine  greatei  part  ox  init, 

of  the   Investment  Bankers'  Association  of  money  must,  therefore,  be  raised  by  the 

America,    New    Orleans,   La.,   Oct.    31,    1921.  sale  of  stock. 


Right  here  there  comes  another 
serious  difficulty.  Many  states  have  a 
law  which  forbids  companies  to  sell 
their  stock  at  less  than  par,  but  if  a 
company  must  pay  over  7  per  cent  for 
the  money  it  raises  on  its  mortgage  se- 
curities, how  is  it  to  sell  at  par  a  6 
per  cent  or  7  per  cent  preferred  stock  ? 
The  answer  is  obviously  that  it  cannf  t, 
and  the  very  difficult  situation  that  has 
been  thus  created  has  finally  made  leg- 
islators in  many  states  consider  seri- 
ously a  plan  which  economists  have 
been  advocating  for  over  a  quarter  of 
a  century;  that  is,  the  issuance  of  stock 
of  no  stated  par  value.  The  advantages 
of  this  plan  are  manifold.  The  shares, 
like  any  other  shares,  are  worth  exactly 
as  much  as  the  property  behind  them  is 
worth,  but  they  bear  on  their  face  no 
misleading  statements  as  to  their  value. 
Consequently  such  stock  cannot  come 
under  the  above  legal  restriction  and 
the  company  can  set  it  in  any  market 
on  the  same  basis  which  is  then  current 
for  other  securities  of  the  same  in- 
trinsic worth.  New  York  has  had  a  no 
par  value  law  since  1912.  Since  that 
time  other  states  have  followed  New 
York's  lead,  and  many  states  now  have 
such  laws  on  their  books  while  similar 
measures  are  pending  before  the  legis- 
latures of  several  others. 

The  Local  Sale  of  Public 
Utiuties  Securities 
In  this  committee's  last  annual  report 
mention  was  made  of  the  success  which 
many  utility  companies  were  making  in 
the  sale  of  large  amounts  of  their  pre- 
ferred  and   even   their   common   stocks 
direct  to  customers  and  employees.     At 
that   time  there   were   pointed   out  the 
manifold  advantages  of  such  local  dis- 
tribution of  a  company's  securities.     In 
the  first  place  a  new  security  market  of 
by  no  means  inconsiderable  proportions 
is   opened   up.     It   has   been   estimated 
that  since  the   plan  was   first  adopted 
about  seven  years  ago  over  $100,000,000 
has  been  added  to  the  capital  of  public 
utility    companies    from     this     source. 
Probably  a  still  greater  benefit  is   the 
good  will  obtained.    The  relations  of  the 
company   with   its   public   and  with   its 
employees  are  greatly  improved.     The 
manager  of  the  publicity  department  of 
one    company   which    has   accomplished 
much  in  this  connection  stated  recently: 
"Specific  instances  of  improved  pubCic 
relations  are  many,  including  a  remark- 
able history  of  rate  increases,  the  ma- 
jority of  which  were  obtained  without 
controversy     by     simply    showing    the 
facts.     We    hear   little    or   nothing   of 
municipal  ownership  any  more  at  prop- 
erties    where    we     have    home    share- 
holders." 

It  should,  however,  be  borne  in  mind 
that  in  undertaking  the  sale  of  its  own 
securities,  a  company  assumes  certain 
duties  and  obligations  toward  the  pur- 
chasers of  those  securities.  These  pur- 
chasers, it  must  be  remembered,  are 
mostly  people  of  comparatively  small 
means  who  are  not  accustomed  to 
scrutinizing  carefully  or  judging  the 
merits  of  investment  opportunities.  To 
them  the  utility  company  has  always 
seemed  a  financial  pillar  of  strength. 
In  many  cases  they  have  considered  it, 
in  spite  of  published  figures  to  the  con- 
trary, a  veritable  gold  mine  to  its  own- 
ers. To  them,  the  opportunity  to  buy 
this  stock  is  an  opportunity  to  share  in 
profits  that  they  have  always  considered 
absolutely  certain.  A  careless  or  un- 
scrupulous company  might,  in  some 
cases,  sell  stock  that  had  no  real  value 


832 


Electric    Railway    Journal 


Vol.  58,  No.  19 


behind  it.  This  would  be  a  most  danger- 
ous practice.  Not  only  would  such  a 
company  be  running  the  risk  of  losing 
the  confidence  and  respect  of  its  local 
public,  but  it  would  be  getting  back  to 
the  same  old  condition  of  inflated  capi- 
talization which  proved  so  disastrous  in 
the  past.  It  is  thus  plain  that  stock 
which  a  company  expects  to  market  di- 
rect should  be  issued  under  the  same 
conservative  restrictions  which  would 
be  demanded  if  the  issue  was  to  be 
made  through  investment  bankers.  It 
should  represent  actual  investment  in 
the  property  and  the  price  should  be  in 
line  with  the  current  quotations  for 
securities  of  a  similar  class. 

Competition  From  Tax  Exempt 
Securities 

Tax  exempt  securities  have  a  direct 
bearing  and  restraining  influence  on  the 
marketing  of  gas  and  other  utility 
securities  and  this  is  a  matter  which  is 
now  receiving  considerable  attention. 
Philip  H.  Gadsden  recently  appeared  be- 
fore the  House  ways  and  means  commit- 
tee on  behalf  of  the  three  large  utility 
associations  and  urged  that  public  utili- 
ties be  placed  in  a  special  class  for  taxa- 
tion purposes  and  also  opposed  the  issu- 
ance of  any  further  tax  exempt  securi- 
ties. It  has  been  estimated  that  there  are 
$7,000,000,000  par  value  of  tax  exemtit 
securities  issued  by  state,  municipal  and 
school  governments  now  outstanding. 
The  continued  issuance  of  tax  tre? 
bonds  of  local  governments  carrying 
high  rates  of  interest  is  attracting  in- 
vestors to  the.  detriment  of  investments 
offered  by  private  enterprise  and  agita- 
tion for  limiting  the  tax  exempt  bor- 
lowing  power  of  local  governments  is 
growing.  In  public  utility  circles  senti- 
ment is  increasing  to  prohibit  the  fur- 
ther issuance  of  tax  exempt  securities. 

Water  Power  Development 
AND  Superpower  Plans 

One  of  the  most  important  and  inter- 
esting developments  in  the  power  gen- 
erating field  is  the  progress  that  is  be- 
ing made  toward  the  development  of 
water  powers  on  navigable  streams,  on 
public  lands  and  on  the  forest  and  other 
reserves.  This  development  has  been 
made  possible  by  the  Federal  water 
power  bill.  The  enactment  of  this  law 
has  met  with  tremendous  response  from 
people  who  seem  to  be  willing  to  take 
the  responsibility  for  the  development 
of  the  potential  power  made  available. 
Ud  to  June  30,  1921,  the  commission  re- 
ported that  there  had  been  filed  with 
it  applications  a<rgreo-ating  14.675,000 
hp.  affecting  thirty-three  states,  the 
District  of  Columbia  and  Alaska.  This 
amount  is  five  times  greater  than  the 
aeeregate  of  all  applications  with  the 
federal  government  in  the  preceding 
fifteen  years.  The  projects  applied  for 
vary  in  size  from  less  than  100  hp.  up 
to  the  3.000,000  hn.  scheme  of  the  South- 
em  California  Edison  Company  on  the 
Colorado  River.  The  chief  present  de- 
fect in  the  act  is  its  failure  to  provide 
adequate  means  for  its  expeditious  ad- 
ministration. In  spite  of  this  handicap, 
the  commission  has  accomnlished  many 
thines  in  the  first  year  of  its  oneration. 

There  is,  of  course,  no  possibility  of 
immediate  development  of  all  the  proi- 
ects  applied  for.  The  market  could 
not  absorb  the  power  even  if  the  con- 
struction could  be  financed.  But  at 
least  there  is  now  available  a  practical 
method  for  a  progressive  development 
of  water  powers,  which  may  be  under- 
taken as  rapidly  as  financial  conditions 


and  market  requirements  will  warrant. 
After  many  years  of  obstruction  on  the 
part  of  so-called  conservationists,  the 
country  has  now  adopted  a  program  for 
the  real  conservation  of  our  exhaustible 
fuel  supplies  by  throwing  upon  the  in- 
destructible and  self-rt'newing  water 
powers  the  production  of  large  amounts 
of  motive  power. 

Superpower  Systems 

Closely  allied  with  the  movement  for 
conservation  of  fuels  by  development  of 
new  water  powers,  is  the  movement  for 
conservation  through  the  more  efficient 
use  of  facilities  already  in  operation. 
The  United  States  Geological  Survey, 
under  the  special  direction  of  Congress, 
has  been  engaged  for  the  past  year 
and  more  in  a  survey  of  the  power  re- 
sources of  the  Atlantic  seaboard  be- 
tween Boston  and  Washington,  study- 
ing the  practicabilities  and  advantages 
of  a  co-ordinated  superpower  system, 
and  certain  preliminary  estimates  made 
public  last  spring  point  out  the  enor- 
mous coal  saving  which  could  have  been 
effected  in  this  zone  during  1919  if  the 
facilities  which  are  proposed  had  been 
in  existence  at  the  time.  It  may  be  said 
that  to  a  certain  extent  the  welding 
of  individual  systems  into  superpower 
systems  is  already  taking  place  in  many 
localities.  The  whole  question  is  one 
which  is  of  great  interest  to  the  invest- 
ment banker,  and  one  in  the  solving  of 
which  he  will  undoubtedly  play  a  lead- 
ing part. 

The  Electric  Railway  Situation 

During  the  past  year  the  electric  rail- 
way situation  has  shown  decided  im- 
provement. The  facts  have  proved  the 
truth  of  the  statement  that  adequate 
traction  service  is  indispensable  to  the 
comfort,  convenience  and  prosperity  of 
any  important  community.  To  most  of 
us  this  principle  is  self-evident,  but  in 
some  cases  it  has  taken  an  absolute 
breakdown  of  the  system  to  bring  it 
home  to  shortsighted  politicians  who 
had  been  exploiting  their  local  com- 
panies for  selfish  purposes.  Other  com- 
munities have  profited  by  the  example 
of  their  less  fortunate  neighbors  and 
have  lightened  their  companies'  burdens 
before  the  breakdown  came.  In  still 
other  instances  the  situation  has  been 
solved  by  the  interposition  of  a  state 
commission. 

The  measures  for  relief  have  been  va- 
rious. There  have  been  a  few  instances 
in  which  the  city  has  taken  over  the 
roads  f'-om  the  company,  usually  giving 
in  exchange  mortgage  bonds  on  the 
system.  This  sort  of  transaction  does 
not,  however,  in  and  of  itself,  solve  the 
problem;  it  merely  transfers  to  the  city 
the  responsibility  for  making  the  sys- 
tem self-supporting  in  the  face  of  ex- 
cessive wages,  high  commodity  prices 
and  jitney  competition.  Undoubtedly 
some  municipal  authorities  will  try  to 
take  the  easiest  way  out  and  make  up 
from  the  city  treasury  losses  caused  by 
a  popularly  low  fare,  but  it  is  highlv 
improbable  that  the  taxpayers  will 
allow  such  an  experiment  to  be  long 
continued. 

The  steps  taken  in  various  communi- 
ties have,  of  course,  differed  in  accord- 
ance with  the  needs  of  each  situation. 
In  the  first  place,  there  has  been  a  more 
or  less  general  raise  in  fares.  A  sum- 
mary compiled  early  in  the  year  from 
fieures  supplied  by  the  American  Elec- 
tric Railway  Association  showed  that 
the  traction  companies  in  over  S.'j  per 
cent  of  all  cities  in  this  country  of  over 


25,000  population  were,  at  that  time, 
charging  fares  which  ranged  from  6 
cents  to  10  cents.  Among  the  ten  larg- 
est cities  of  the  country,  New  York  was 
the  only  one  which  still  retained  the 
5-cent  fare.  Many  companies  have  ob- 
tained relief  from  burdensome  paving 
obligations  and  other  forms  of  special 
taxes.  In  particular,  it  is  becoming 
generally  recognized  that  unregulated 
bus  competition  is  not  only  unfair  to 
the  street  railways,  but  is  in  the  long 
run  positively  detrimental  to  the  best 
interests  of  the  public.  There  is  of 
course,  a  legitimate  field  for  the  buses. 
Used  properly  their  flexibility  makes 
them  most  valuable  as  feeders  to  bring 
to  the  car  lines  riders  from  sparsely 
settled  outlying  districts  that  are  just 
opening  up.  This  function  they  can 
probably  fulfill  most  efficiently  and 
economically  when  operated  as  an  in- 
tegral part  of  the  railway  system;  at 
the  very  least,  they  should  be  subjected 
to  the  same  country  as  are  the  other 
transit  facilities  in  the  community.  It 
is  most  gratifying  to  note  that  many 
states,  notably  Connecticut,  "have  taken 
a  firm  stand  in  putting  all  public  car- 
riers under  the  Public  Service  Commis- 
sion and  requiring  all  such  carriers  to 
secure  a  certificate  of  convenience  and 
necessity  before  beginning  or  continu- 
ing operation. 

None  of  these  remedies,  however,  will 
cure  an  over-capitalized  company.  Such 
situations  must  be  cleaned  up  from 
their  very  foundation.  In  these  cases, 
an  actual  valuation  should  be  made  and 
the  capitalization  of  the  company  ad- 
justed to  a  real  basis  of  the  property's 
worth.  A  new  franchise  should  be  ob- 
tained embodying  such  provisions  as  are 
necessitated  by  the  needs  of  the  par- 
ticular situation.  Enlightened  opinion 
is  coming  more  and  more  to  favor  the 
so-called  service-at-cost  franchise  which 
provides  machinery  for  adjusting  the 
rate  of  fare  to  insure  an  income  suffi- 
cient to  provide  for  all  operating  ex- 
penses, adequate  maintenance  and  de- 
preciation and  the  interest  and  divi- 
dends which  represent  the  wages  paid 
to  capital  actually  invested  in  the  busi- 
ness. In  what  is  possibly  its  best  form 
the  service-at-cost  franchise  provides 
also  for  a  premium  on  efficient  man- 
agement in  the  form  of  a  rate  of  return 
becoming  progressively  higher  as  fare-; 
are  reduced. 

In  addition  certain  factors  in  the  gen- 
eral economic  situation  have  been  of 
material  assistance  to  electric  railways. 
There  has  been  a  slight  but  actual  re- 
duction in  wages.  It  is  estimated  that 
the  average  wage  index  in  August, 
1921,  was  218  as  compared  with  thp 
peak  of  232  in  September,  1920,  and  100 
in  1913.  To  the  railways  with  their 
large  bills  for  platform  labor,  this  has 
been  a  material  saving.  For  example, 
it  is  estimated  that  the  recent  10  per 
cent  cut  in  the  wages  of  the  employees 
of  the  Interborough  Rapid  Transit  Com- 
pany means  a  reduction  of  $2,600,000 
in  that  road's  operating  expenses  dur- 
ing the  coming  year.  A  particularly 
encouraging  feature  of  this  wage  re- 
duction is  that,  for  the  most  part,  it 
has  been  effected  by  individual  negotia- 
tions on  the  part  of  each  road  and 
without  great  friction.  This  can  only 
mean  that  the  employees  are  taking  an 
added  interest  in  the  welfare  of  their 
companies  which  may  prove  to  be  a 
deciding  factor  in  the  avoidance  of 
future  labor  troubles.  Reduction  in  the 
cost  of  materials  has  not  been  so  gen- 
eral.      Particularly     in     manufactured 


November  5,  1921 


Electric    Railway    Journal 


833 


articles,  such  as  cars  and  car  equip- 
ment, it  has  almost  been  negligible, 
but  in  some  materials  which  have  a 
very  general  use,  such  as  copper,  the 
decreases   have   been   marked. 

Commission  Regulation 

The  state  regulatory  commissions 
were  originally  created  to  place  a  curb 
on  the  utility  operators  in  their  sup- 
posed exploitation  of  the  public.  At  that 
time  there  was  a  general  feeling,  which 
still  persists  to  a  limited  extent,  that 
such  restriction  upon  private  enter- 
prise would  discourage  the  investment 
of  further  capacity  in  the  business  and 
would  prevent  its  proper  and  necessary 
development.  The  critics  of  regulation, 
however,  seem  to  have  under-rated  the 
spirit  of  fairness  with  which  the  com- 
missions took  up  their  work.  Hardly 
had  regulation  become  an  established 
fact  when  the  war  broke  out.  Within 
a  few  years  rising  wages  and  commod- 
ity prices  had  so  increased  operating 
expenses  that  many  utilities  were  losing 
money.  The  commissions,  however, 
realizing  the  fundamental  necessity  of 
maintaining  the  utility  industry  in  the 
best  possible  condition,  were  fair  in 
recognizing  the  necessity  for  increased 
rates. 

This  was  not,  of  course,  what  the 
demagogues  and  politicians  had  counted 
on  and  numerous  attempts  ensued  to 
arouse  popular  opposition  to  the  regula- 
tory bodies.  In  at  least  two  states  the 
gubernatorial  elections  last  fall  were 
fought,  and  won,  on  platforms  calling 
for  the  abolition  of  the  commission. 
So  far  as  can  be  learned,  however,  there 
is  no  general  public  demand  for  the 
abolition  of  state  regulatory  bodies.  In 
the  two  cases  mentioned  above,  the  cam- 
paigns were  strongly  affected  by  na- 
tional consideration.  In  one  of  these 
states  the  candidate  who  stood  stronsrly 
for  regulation  sent  a  telegram  to  the 
governors  of  all  the  other  states  asking 
for  their  opinions  in  the  matter.  He 
received  thirty-six  replies.  The  word- 
ing of  those  replies,  of  course,  differed 
but  in  their  substance  all  were  in  funda- 
mental agreement  with  the  statement 
from  Massachusetts,  that  -the  commis- 
sion had  proved  its  usefulness  and  was 
here  to  stay. 

Proper  Mbtthod  of  Valuation 
Still  Undetermined 

There  are,  to  be  sure,  many  problems 
which  have  not  yet  been  solved.  One 
of  the  most  important  of  these  is  prob- 
ably the  adoption  of  a  uniform  and 
comprehensive  scheme  for  the  valuation 
of  utility  properties.  There  is  an  al- 
most universal  tendency  to  restrict  the 
right  of  utility  companies  to  earn  more 
than  a  stated  return  on  the  present 
value  of  their  properties  as  going  con- 
cerns. It  is  thus  of  the  utmost  impor- 
tance to  the  investment  bankers  that 
they  be  able  to  form  some  idea  of  what 
valuation  will  probably  be  placed  by  the 
commission  upon  a  property,  in  order 
that  they  may  judge  to  what  extent  the 
securities  of  the  company  may  be  safely 
issued. 

As  yet  the  question  remains  in  a 
chaotic  condition.  The  various  commis- 
sions have  contributed  little  helpful 
thought  on  the  subject,  due  largely  to 
the  limitations  of  the  cases  presented  to 
them  and  the  fact  that  counsel  when  ap- 
pearing before  them  have  felt  that  they 
must  be  guided  by  the  peculiar  exi- 
gencies of  each  case,  and  not  attempt 
to  present  the  subject  of  valuation  be- 
yond its  relation  to  the  particular  case 


under  consideration.  Strictly  on  its 
merits,  therefore,  neither  angle  of  the 
question  has  obtained  a  full  presenta- 
tion. Public  utility  operators  have  very 
varying  views  on  the  subject  and  engi- 
neers are  more  or  less  hampered  oy 
the  varying  purposes  for  which  they  are 
asked  to  make  valuations.  Replace- 
ment value  seems  still  to  be  the  best 
guide  the  investment  banker  has  as  to 
the  value  of  properties  for  loan  pur- 
poses, provided  always  of  course  that 
the  properties  are  reasonably  produc- 
tive, are  permitted  to  earn  a  fair  return 
on  the  cost  of  reproduction,  and  have 
been  reasonably  maintained.  This 
method  has  its  serious  drawbacks.  By 
reason  of  the  changes  wrought  by  the 
war  the  prices  to  be  used  in  figuring  re- 
placement values  have  become  a  new 
and  very  difficult  problem.  At  best 
this  method  is  only  what  has  been 
aptly  termed  an  "intelligent  guess,"  but 
it  is  perhaps  the  most  "intelligent 
guess"  that  has  so  far  been  arrived  at. 
Perhaps  in  time  the  commissions  may 
evolve  a  new  and  better  system.  It  is 
a  question  of  the  utmost  importance  to 
investment  bankers  and  one  which 
should  receive  their  earnest  attention. 
A  sub-committee  is  studying  this  ques- 
tion and  will  report  on  it  shortly. 

Many  other  problems  are  constantly 
coming  up  for  solution.  With  the  read- 
justment of  commodity  prices  has  come 
a  temporary  lowering  of  costs  of  labor 
and  essential  materials,  but  it  is  as  yet 
by  no  means  certain  that  this  is  not  a 
mere  temporary  condition  so  far  as  the 


utility  business  is  concerned.  It  is, 
therefore,  necessary  to  these  utilities 
that  they  be  allowed  to  maintain  their 
present  rates  to  cover  previous  losses  in 
operation  and  to  re-establish  a  credit 
for  the  carrying  on  of  the  large  con- 
struction program  which  has  been  de- 
ferred for  the  past  four  years. 

It  is  gratifying  to  note  the  accept- 
ance of  these  facts  by  the  regulatory 
bodies,  and  a  far  better  understanding 
by  them  of  utility  problems.  The  regu- 
lation of  utilities  is  upon  a  broader  and 
more  comprehensive  basis  with  wider 
recognition  of  the  influence  of  fair 
treatment  leading  to  the  profitable  oper- 
ation of  the  utility  upon  the  welfare 
and  development  of  the  community 
served. 

Conclusion 

It  will  thus  be  seen  that  the  pub- 
lic utilities  have  come  satisfactorily 
through  a  year  of  general  depression 
and  that  during  the  year  progress  has 
been  made  by  the  various  groups  af- 
fected by  the  industry — operators,  in- 
vestors and  the  public  served — toward  a 
more  complete  realization  of  the  funda- 
mental unity  of  their  interests.  In  par- 
ticular the  state  commissions  are  ar- 
riving at  a  steadily  clearer  understand- 
ing of  utility  problems  and  are  render- 
ing valuable  assistance  toward  their 
solution.  All  these  factors  have  tended 
to  increase  public  confidence  in  the  in- 
dustry and  public  utility  securities  are 
returning  to  their  old  favor  with  in- 
vestors. 


Subways  for  City  Transportation* 

When  a  Rapid  Transit  System  Becomes  Necessary — Relative  Advantages  of 
Subways  and  Elevated  Railways — Facts  About  New  York  System 

By  Robert  Ridgway 

Chief  Engineer  Transit  Commission,  State  of  New  York 

political  issue  of  municipal  campaigns. 
It  is  one  of  the  leading  issues  at  the 
present  time  and  has  been  and  is  being 
widely  discussed  from  every  possible 
point  of  view. 

Every  man  is  intensely  interested  in 
the  local  transit  facilities  of  his  city 
because  they  affect  his  comfort  and 
convenience  so  intimately  and  because 
any  of  their  defects  or  shortcomings 
are  so  apparent  to  him.  He  remembers 
that  he  had  to  wait  for  his  subway 
train  and  was  obliged  to  stand  in  dis- 
comfort all  the  way  home  when  he 
ought  to  have  had  a  seat.  Water  sup- 
ply and  sewage,  while  quite  as  im- 
portant to  his  well  being,  have  a  rela- 
tively mild  interest  for  him  so  long  as 
the  sewer  does  not  become  choked 
and  back  up  into  his  cellar  and  whole- 
some water  flows  when  the  faucet  is 
turned.  The  water  supply  structures 
and  the  sewers  are  out  of  his  sight  and 
he  does  not  think  of  them  until  they 
fail  to  function  properly.  Few  citizens 
think  of  what  they  cost  or  whether  they 
are  well  designed  and  honestly  con- 
structed. 

If  the  transit  system  of  a  city  could 
be  established  before  the  population  ar- 
rived, the  city  plan  would  in  many 
cases  be  very  different  from  what  it 
now  is.  Whether  better  or  worse 
would,  of  course,  depend  upon  the  wis- 
dom and  far-sightedness  of  those  who 
did  the  planning,  but  it  is  impossible 
to  look  far  into  the  future  or  to  fore- 
see the  advance  in  the  art  of  construc- 
tion and  the  revolutionary  changes 
which  take  place  from  time  to  time  in 


RA.PID  transit  systems  for  cities  are 
.  comparatively  modern  institutions 
and  are  the  result  of  the  phenomenal 
growths  of  urban  communities  during 
the  past  seventy-five  years.  In  the 
smaller  cities  of  a  century  ago  there 
was  nothing  in  the  conditions  to  re- 
quire local  rapid  transit,  so,  of  course, 
no  one  gave  much,  if  any,  thought  to 
the  problems  which  were  to  vex  the 
descendants  of  the  more  placid  folks 
of  those  days  except  the  few  persons, 
always  found  in  every  community,  who 
are  gifted  with  a  far-seeing  vision  into 
the  future.  Merchants  and  other  busi- 
ness men  of  the  small  town  or  village 
of  the  past  lived  within  walking  dis- 
tance of  their  shops  and  offices.  This, 
of  course,  was  before  the  days  of  the 
automobile.  As  the  community  grew  in 
size  and  the  distance  between  home 
and  office  became  too  great  to  walk 
morning  and  evening  tramcars  and  om- 
nibuses were  considered  sufficient  to 
take  care  of  the  transit  needs.  The 
trend  to  the  cities  resulted  in  the  won- 
derful grovirths  indicated  by  the  census 
figures  of  the  past  eight  or  ten  decades 
and  then  the  question  of  rapid  transit 
began  to  be  discussed.  New  York,  be- 
ing the  largest  of  our  American  cities, 
naturally  felt  the  urge  first,  and  soon 
after  the  ending  of  the  Civil  War  the 
agitation  began  which  still  continues 
and  which,  on  account  of  its  importance 
to  the  people,  has  often  been  made  the 


•Abstract  of  paper  presented  at  the  an- 
nual convention  of  the  American  Society 
for  Municipal  Improvements,  Baltimore, 
Oct.    28,   1921. 


834 


Electric    Railway    Journal 


Vol.  58,  No.  19 


the  methods  of  transportation.  Who  in 
New  York  a  century  ago  would  have 
believed  that  the  wide  river  separating 
Manhattan  Island  from  Long  Island 
would  be  bridged  and  tunneled  as  it 
has  been  since  that  time  or  that  electric 
traction  would  have  been  developed 
to  the  state  it  has  reached  today? 
I  am  afraid  if  an  attempt  had  then 
been  made  to  lay  out  a  rapid  transit 
system  to  fit  our  present  needs  the 
experts  would  have  made  a  sad  mess  of 
it  because  they  would  have  had  to  deal 
with  too  many  unknown  factors.  It  is 
not  wise  to  design  transportation  sys- 
tems or  other  utilities  for  the  needs  of 
a  time  too  far  ahead.  Railway  struc- 
tures and  equipment,  like  battleships, 
become  obsolete,  and  then,  in  part  at 
least,  are  liabilities  rather  than  assets, 
except  the  right-of-way,  which  in  nearly 
every  case  retains  and  generally  in- 
creases  in  value. 

Relative  Merits  of  Subways  and 
Elevated  Railways 

Subways  have  the  great  advantage 
of  being  out  of  sight.  After  they  are 
huilt  they  permit  the  streets  under 
which  they  run  to  be  used  to  the  fullest 
extent.  Operation  in  them  is  noiseless 
to  those  on  or  above  the  street  surface, 
and  they  do  not  obstruct  light,  air  or 
access  to  property.  While  it  is  not  as 
pleasant  to  travel  below  the  ground 
as  above  it,  train  operation  in  subways 
is  not  affected  by  weather  conditions 
and  when  the  stations  are  located  at 
shallow  depths  they  are  very  conven- 
ient of  access.  Subways  have  the  ef- 
fect of  materially  enhancing  real  es- 
tate values  in  the  portions  of  the  city 
they  serve,  particularly  in  the  vicinity 
of  stations.  The  principal  argument 
against  them  is  the  cost,  which  from 
New  York's  experience  is  from  four  to 
five  times  that  of  a  steel  elevated  rail- 
road of  the  same  capacity. 

Prior  to  the  war,  New  York's  sub- 
ways cost  to  construct,  including  track, 
stations  and  other  appurtenant  work 
and  including  also  the  maintenance  and 
underpinning  of  abutting  buildings  and 
the  maintenance  and  restoration  or  re- 
construction of,  surface  and  sub-surface 
utilities,  but  excluding  the  furnishing 
and  installation  of  third  rail,  signals, 
lights  and  othei-  equipment,  from 
$700,000  per  track-mile  in  an  outlying 
portion  of  Brooklyn  to  $2,500,000  per 
track-mile  in  a  very  congested  section 
of  lower  Manhattan.  Similar  costs  at 
pre-war  prices  for  a  steel  elevated  rail- 
road were  about  $275,000  per  track- 
mile  for  a  three-track  line  and  about 
$235,000  per  track-mile  for  a  two-track 
line.  These  costs  would  be  much 
greater  at  the  present  time.  To  put 
it  in  another  way,  a  given  amount  of 
money  for  rapid  transit  construction 
would  build  from  four  to  five  times  as 
much  elevated  line  as  subway.  With 
these  facts  in  mind  it  would  seem  that 
subways,  notwithstanding  their  many 
advantages,  must  be  confined  to  the 
congested  portions  of  a  city,  using  ele- 
vated structures  or  open  cuts  for  the 
extensions  into  the  less  congested  and 
outlying  parts.  It  is  a  fact  that  other 
considerations  than  financial  ones  some- 
times govern.  For  instance,  an  ele- 
vated railway  could  be  constructed  in 
the  narrow  street  of  the  most  intensely 
used  business  section  of  a  city  for  a 
fraction  of  the  cost  of  a  subway,  but 
public  opinion  might  not  permit  it  to 
be  built  there  and  might  insist  upon 
having  the  subway  notwithstanding  the 
much  higher  cost. 

Few  cities  have  subways,  largely  be- 


cause they  are  so  costly  to  build.  New 
York,  I  believe,  has  a  greater  mileage 
of  them  than  all  other  cities  of  the 
world  combined  because  conditions 
there  are  such  as  to  make  subways  nec- 
essary for  the  large,  intensively  devel- 
oped areas. 

Compared  with  subways,  elevated 
railroads  are  simple  to  construct  and 
can  be  built  in  far  less  time.  In  nor- 
mal times,  an  elevated  structure  can 
be  finished  ready  for  track  in  from 
eighteen  to  twenty-four  months  of  the 
date  when  work  in  the  field  is  begun, 
and  the  discomfort  to  the  public  and 
interference  with  traffic  on  account  of 
the  construction  confined  to  a  small 
part  of  this  period.  The  disturbance 
of  the  street  surface  and  of  the  utilities 
underlying  it  is  relatively  slight.  With 
a  section  of  a  subway  on  the  other 
hand,  from  three  to  four  years'  time 
is  usually  required  for  construction  and, 
except  where  it  is  at  such  depth  that 
the  work  is  done  by  tunneling  methods, 
it  requires  generally  the  entire  recon- 
struction of  the  ■  street  and  of  the 
sewers,  water  and  gas  mains  and  other 
structures  beneath  it. 

An  analysis  of  fifty-seven  subway 
contracts  showed  the  total  expenditures 
on  account  of  them  to  have  been  dis- 
tributed as  follows: 


Percentage 

Item  of  Work  of  Cost 

Earth  excavation ; 25 . 6 

Rock  excavation 15.9 

Concrete 14.0 

Riveted  steel,  furnished  and  erected 7.4 

Rolled  steel,  furnished  and  erected 7.2 

Steel  rods,  furnished  and  erected 1.0 

Underpinning  buildings 6.5 

•Supporting  existing  railroads 2.7 

Construction  of  new  sewers 3.8 

Relocating  pipes  and  ducts  in  street 2.8 

Waterproofing,  railroad  ducts  and  mi»- 

cellaneous  work 13.1 

Total 100.00 


Rapid  Transit  System  in  New  York 

It  is  not  within  the  purview  of  this 
paper  to  go  into  the  details  of  these 
contracts,  which  are  of  such  importance 
to  New  York  City  and  which  have  been 
and  are  being  discussed  so  much,  both 
favorably  and  otherwise.  It  is  of  in- 
terest, however,  to  know  that  the  cost 
of  constructing  the  dual  system  will 
bo,  when  completed,  over  $400,000,000 
and  of  equipping  the  lines  and  improv- 
ing and  extending  the  companies'  own 
lines  over  $180,000,000.  These  costs  in- 
clude the  city-owned  lines  built  between 
1900  and  1913,  but  do  not  include  the 
extensive  companies-owned  lines  con- 
structed prior  to  1913.  About  one- 
quarter  of  the  construction  cost  and 
all  of  the  equipment  cost  are  borne  by 
the  two  operating  companies,  and  the 
two  systems  will  include,  when  com- 
pleted, approximately  70  miles  of  sub- 
way, 17  miles  of  railroad  in  open  cut 
below  street  grades  and  on  embank- 
ment, 126  miles  of  steel  and  concrete 
viaducts  and  bridges,  a  total  of  213 
miles  of  railroad  and  619  miles  of 
single  running  track.  All  but  10  miles 
of  this  total  mileage  of  railroad  is  in 
operation. 

The  number  of  passengers  carried  by 
the  dual  system;  that  is,  the  rapid  tran- 
sit lines,  for  the  year  ended  June  30, 
1921,  amounted  to  over  1,418,000  000. 
The  average  on  business  days  is  about 
4,172,500  and  the  maximum  for  one  day 
was    about    4,929,000.*      These    figures 

♦This  occurred  in  February,  1920,  on  the 
occasion  of  a  snowstorm  which  partially 
tied  up  surface  car  traffic  and  thus  In- 
creased subway  trafBc. 


are  exclusive  of  the  passengers  carried 
by  the  surface  lines,  the  bus  lines  and 
the  suburban  services  of  the  trunk  line 
railroads.  The  following  table  indicates 
the  ticket  sales  at  some  of  the  more 
important  subway  stations  of  the  con- 
gested zone: 


ANNUAL  ticket  SALES  FOR  YEAR  ENDED 

JUNE  30,    1921 

INTERBOROUGH  RAPID  TRANSIT  COMPANY 

(Borough  of  Manhattan) 

Portion  of  original  subway  on  lower  Broadway  and 
Fourth  Avenue — now  part  of  the  new  Lexington 
-Avenue  Line. 

No.  of 

Stations  Tickets  Sold 

South  Ferrj'  Station 1.732,200 

Bowling  Green 6,951,700 

Wall  Street 9,435,100 

Fulton  Street 14,803,100 

Brooklyn  Bridge 15,238,000 

Fourteenth  .Street 1 5,862,000 

Forty-second  .Street  (Grand  Central).. . .     28,970,900 

New  .Seventh  .''  ve  ue  I  ine 

Wall  Street 9,584,100 

Fulton  Street 4,190,210 

Park  Place 4,525,800 

Chambers  Street 6,487.500 

Fourteenth  Street 10,093,000 

Thirty-fourth  Street  (Penn.  Station) 23,071,850 

Forty-second  Street  (Times  Square) 29,568,260 

Borough  of  Brooklyn 

Borough  Hall 9,945,100 

Atlantic  Avenue 19,929,720 


The  intensively  developed  portion  of 
New  York  is  beyond  question  a  sub- 
way district,  but  the  roads  are  taken 
out  of  the  ground  as  the  outlying  or 
less  congested  portions  of  the  city  are 
reached,  and  the  extensions  are  carried 
on   elevated   structures. 

The  stations  are  of  the  local  and  ex- 
press types.  The  local  stations  are 
located  from  i  to  J  mile  apart  and  the 
express  stations  usually  at  longer  in- 
tervals, generally  from  li  to  2  miles 
apart.  "The  typical  local  station  has 
side  platforms  and  those  of  the  express 
stations  are  usually  between  the  local 
and  express  tracks.  In  the  Interbor- 
ough  Subway  the  platforms  of  the  ex- 
press stations  are  about  480  feet  long 
to  accommodate  their  ten-car  trains, 
the  cars  of  which  are  51  ft.  2  in.  long. 
The  platforms  of  the  original  local  sta- 
tions now  accommodate  six-car  trains, 
while  those  constructed  within  the  past 
ten  years  are  designed  for  the  full 
ten-car  trains.  The  cars  of  the  Munic- 
ipal Railway  Corporation  are  66  ft.  long 
and  the  platforms  of  their  local  and 
express  stations  are  now  made  530  ft. 
long,  to  accommodate  eight-car  trains. 


Recent  Association  Bulletins 

THE  Bureau  of  Information  and 
Service  of  the  American  Electric 
Railway  Association  has  prepared  the 
reports  mentioned  below  during  the 
past  month,  and  they  are  now  available 
to  member  companies  upon  request: 
(1)  A  brief  summary  of  the  causes 
that  brought  companies  into  the  hands 
of  receivers;  (2)  a  new  compilation  of 
cities  in  which  fares  have  been 
changed,  showing  population,  cash 
fare,  ticket  rate,  date  of  change  and 
number  of  fare  changes  granted;  (3) 
a  summary  of  the  replies  to  a  question- 
naire of  the  committee  on  economics  of 
schedules  explaining  methods  of  fixing 
running  time;  (4)  a  statement  of  the 
policy  of  public  utility  commissions  in 
the  various  states  in  regard  to  the  is- 
suance of  school  tickets;  (5)  month  by 
month  statement  of  electric  railway 
revenues  and  traffic  for  the  first  nine 
months  of  1921  compared  with  1920. 


November  5,  1921 


Electric    Railway    Journal 


835 


Mr.  McGraw  Discusses  Business  Revival 

At  the  Annual  Meeting  in  Cliicago  of  Associated  Business  Papers  He  Points  Out 
How  the  Business  Press  Can  Help 


***  I  *HERE  are  two  great  classes  in 
X  the  world  today — those  who  look 
on  the  world  in  chaos  and  see  no  hope 
for  the  future  and  those  to  whom  the 
world  disaster  is  but  an  inspiration  for 
greater  effort.  I  am  putting  the  busi- 
ness papers  in  the  latter  class. 

"Some  one  has  pointed  out  that  there 
are  people  who  liken  existence  to  life 
in  a  squirrel  cage — eternal  movement 
and  eternal  sameness — but  the  leader 
of  today  is  the  man  looking  straight 
ahead  with  new  thoughts  or  with  new 
vision  of  old  thoughts.  The  business 
publisher  as  never  before  must  grapple 
with  the  great  pi-oblems  before  us, 
with  new  thought  and  new  vision  of 
world  conditions  confronting  us  in 
order  that  they  may  be  solved  and 
harnessed  for  the  welfare  of  humanity." 
With  these  words  James  H.  McGraw, 
president  McGraw-Hill  Company,  Inc., 
began  an  address  on  "What  Business 
Papers  Can  Do  to  Speed  the  Revival  of 
Business"  at  the  annual  convention  of 
the  Associated  Business  Papers,  Inc.,  at 
Chicago  on  Oct.  24. 

Mr.  McGraw  then  outlined  briefly 
the  business  situation  in  Europe  and 
America,  told  how  intimate  the  con- 
nection was  between  the  business  con- 
dition in  each  and  criticised  the  inaction 
of  Congress  on  pending  legislation  for 
part  of  the  uncertainty  in  which  busi- 
ness men  find  themselves  as  regards 
future  development.  Continuing,  he 
said,  in  part: 

"Each  of  the  situations  referred  to 
has  a  present-day  bearing  on  American 
business.  What  is  more,  some  of  them 
will  determine  how  America  is  to  do 
business  for  many  years  in  the  future. 
If  American  business  is  to  function  up 
to  the  new  position  that  has  come  to 
it  during  the  war,  and  that  necessarily 
follows  from  the  fact  that  the  center  of 
world  finance  and  of  world  influence 
has  shifted  to  our  shores,  these  govern- 
ing conditions  must  be  interpreted  in 
terms  of  their  influence  on  every  indus- 
try. We  may  become,  if  we  have  but 
the  knowledge,  the  foresight  and  the 
energy,  what  England  has  long  been — 
the  market  center  of  the  world.  But 
we  can  take  this  position  only  if  we 
have  a  race  of  business  men  equal  to 
the  occasion — a  race  worthy  of  a  world- 
wide commercial  dynasty. 

"How  shall  American  business  men 
get  this  conception,  how  shall  they 
rise  to  this  opportunity  unless  the  busi- 
ness press  carries  the  message  to  them 
in  each  issue,  strong  with  knowledge  of 
the  situation  and  its  bearing  on  Ameri- 
can business,  convincing  in  the  wisdom 
of  the  remedies  it  suggests,  invincible  in 
the  enthusiasm  and  courage  it  dis- 
plays? It  is  no  job  for  weaklings,  but 
for  the  broadest-gaged  man  that  the 
country  commands.  It  will  not  be  ac- 
complished by  editors  chained  to  their 
desks,  nor  by  mere  reporters  nor 
by  publishers  who  are  bearish  on 
America's  future.  It  can  only  be  ac- 
complished by  broad  vision  and  the 
gospel  of  work. 

"We  must  help  mobilize  American 
opinion  on  the  stabilization  of  European 
currencies.  We  must  not  be  squeamish 
in  demanding  whatever  rearrangement 
of  the  German  reparations  may  be 
necessary  for  the  stabilization  in  Ger- 
many— realizing  that  a  stable  Germany 
is  essential  to  a  normally  functioning 
economic  world.     When   Russia  comes 


JAMES   H.    McGRAW 
President    McGraw-Hill    Company,    Inc. 

back,  as  she  must,  when  the  other  weak- 
ened powers  are  in  a  position  again  to 
buy  in  normal  quantities,  the  business 
press  mu.st  picture  the  opportunity  and 
be  the  apostle  of  whatever  credit  struc- 
ture is  necessary  to  bring  these  nations 
again  into  the  world  economic  family. 
As  to  every  other  factor  in  the  Euro- 
pean and  the  world  situation,  business 
papers  must  rise  to  the  occasion  and 
see  to  it  that  American  business  has  a 
wise  and  courageous  policy. 

"Studying  the  problems  that  are 
closer  to  home,  we  find  many  avenues 
along  which  business  papers  can  work 
in  speeding  the  revival  of  business. 

"War  breeds  extravagance.  In  spite 
of  the  noble  ideals  which  inspired  this 
nation  to  take  up  the  great  conflict 
across  the  seas,  the  inevitable  result 
was  the  accumulation  of  innumerable 
wastes  and  habits  of  extravagance. 
We  could  not  help  it,  but  we  must  over- 
come the  habits  and  tendencies  which 
were  developed  throughout  our  entire 
social  and  industrial  fabric  by  that 
terrible  conflict.  As  a  tangible  example 
of  what  can  be  done,  Herbert  Hoover 
has  focused  the  attention  of  industry 
upon  the  unnecessary  wastes  which  are 
sapping  the  vitality  and  reducing  the 
productivity  of  our  nation. 

"We  are  appalled  when  our  attention 
is  called  to  criminal  wastes  of  life 
through  accidents  and  negligence,  the 
prodigal  waste  of  our  natural  resources 
through  underdevelopment  or  political 
chicanery,  the  prodigious  waste  of 
materials  through  mismanagement  and 
inefficiency.  But  of  all  the  wastes 
which  affect  our  happiness  and  pros- 
perity, the  waste  of  time  and  human 
effort  is  the  greatest  and  has  the  most 
damaging  influence.  If  the  business 
papers  collectively  and  individually  can 
instill  into  the  minds  of  the  thinking 
men  of  industry  the  gospel  of  intelli- 
gent work,  we  will  have  performed  a 
tremendous  service.  Never  has  there 
been  such  an  opportunity.  Never 
were  our  industries  more  in  need  of 
help.  Never  would  they  be  more  grate- 
ful for  true  and  full  pictures  of  condi- 
tions for  wise  counsel,  and  courageous 
leadership,  as  a  result  of  unselfish 
devotion. 


"To  do  all  this  costs  money.  Men 
who  can  dominate  an  industry,  be  they 
editors  or  publishers,  are  not  to  be  held 
with  paltry  salaries  or  poor  prospects. 
Such  men  are  in  demand  by  the  aggres- 
sive businesses  of  the  country.  Not 
only  are  the  requisite  leaders  high- 
priced  men,  but  they  must  be  equipped 
with  competent  staffs.  A  man  who  is 
out  in  the  forefront  of  an  industry  can- 
not be  burdened  by  desk  detail. 

"It  is  evident  then  that  the  business 
papers  need  larger  incomes.  We  need 
them  not  that  our  own  pockets  may  be 
lined  with  profits  but  that  we  may  turn 
back  into  American  business  a  degree 
of  service  which  in  turn  will  be  a  fruit- 
ful developer  of  our  industrial  and  com- 
mercial life.  This  is  a  time  when  we 
should  think  how  much  we  can  give 
rather  than  how  much  we  can  get.  We 
should  give  all  that  we  can  first,  hoping 
there  will  be  a  margin  of  profit.  This 
is  a  time  for  more  patriotism,  for 
greater  leadership  and  for  less  selfish- 
ness. The  business  papers  must  make 
the  first  investment,  living  up  to  this 
thought.  With  the  opportunities  that 
are  ours  today,  the  watchword  must, 
be:  Dividends  small;  Service  large.  We 
must  be  bulls  on  American  business  and 
not  fear  to  make  an  investment  in  the 
affections  and  confidence  of  American 
business  men.  If  we  extend  help  to 
American  business  when  it  is  dovim, 
if  we  help  to  bring  it  up,  we  can  safely 
count  upon  a  full  reward  when  the  sun 
of  prosperity  shines. 

Publishing  Difficulties 

"I  am  fully  mindful  that  while  I  am 
urging  this  wider  service,  we  ourselves 
are  under  fire  from  American  business. 
Prices  are  falling  in  many  lines  and 
American  business  demands  that  we, 
too,  reduce  prices,  reduce  our  advertis- 
ing rates.  This  demand,  we  business 
publishers  know,  is  not  justified.  Busi- 
ness papers  did  not  profiteer  nor  did 
they  raise  rates  during  the  war  in  pro- 
portion to  their  increased  costs.  By 
rigid  economies  and  reduction  of  profits 
they  held  off  their  rate  increases  until 
their  properties  went  into  red  ink  or 
the  certainty  of  red  ink  was  just  ahead. 
Then,  much  belated,  our  rates  were 
moderately  increased,  but  those  in- 
creases were  small  compared  with  the 
increases  on  other  products.  Mean- 
while, the  standards  of  our  service  to 
the  American  business  had  been  con- 
stantly raised.  The  war  has  forced  us 
all  to  higher  journalistic  levels,  and 
today  the  services  which  we  are  render- 
ing our  industries  are  incomparably 
greater  than  they  were  before  the  war. 

"It  is  to  be  hoped  that  our  mechanical 
costs  of  production  will  be  lowered  and 
we  shall  receive  more  per  dollar  for 
printers''  wages,  but,  even  should  those 
decreases  come,  the  larger  margin  that 
would  thereby  be  left  between  gross 
revenue  and  operating  expenses  is 
sorely  needed  right  now  to  bring  the 
business  papers  to  a  level  equal  to  the 
great  opportunity  for  service  which  I 
have  tried  to  picture.  With  all  busi- 
ness papers  raised  to  a  proper  plane, 
we  would  return  to  American  industry 
a  hundredfold  whatever  margin  may 
come  to  us  between  gross  revenue  and 
the  hoped-for  reduced  operating  costs. 
In  other  words,  the  added  revenue  will 
not  go  to  dividends  but  into  better  ser- 
vice to  readers  and  advertisers." 

Co-operation  and  a  Broader  Vision 

Mr.  McGraw  then  pointed  out  how 
business  publishers  could  co-operate  to 
a   greater   extent  than   they  are  now 


836 


Electric    Railway    Journal 


Vol.  58,  No.  19 


doing  so  as  to  give  better  service.  He 
concluded  his  address  in  the  following 
words : 

"I  will  not  attempt  to  recount  all  of 
the  factors  which  enter  into  the  prob- 
lem of  adjustment  which  is  before  us. 
But  I  do  want  to  bring  a  thought 
before  you,  which  is  given  in  the  words 
of  Thomas  Hughes: 

Who  has  the  clearest  and  intensest  vision 
of  what  is  at  issue  in  the  great  battle  of 
life,  and  who  quits  himself  in  it  most  man- 
fully, will  be  the  first  to  acknowledge  that 
for  him  there  has  been  no  approach  to 
victory  except  by  the  faithful  doing  day  by 
day  of  the  work  which  lay  at  his  own 
threshold. 

"In  brief,  I  bring  to  you  as  leaders 
of  thought  among  thinking  men  that 
what  this  country  needs  more  than  any- 
thing else  is  to  learn  anew  the  gospel 
of  work.  Intelligent  work,  untiring 
work,  work  in  its  most  homely  sense. 
We  cannot  talk  ourselves  into  prosper- 
ity. We  cannot  argue  ourselves  into 
stability,  but  we  can  work  ourselves  out 
of  the  valley  of  depression  and  up  to 
the  heights  of  plenty.  We  can  do  these 
three  things. 

"First,  everybody  get  busy  at  his 
present  task,  and  make  the  most 
of   it. 

"Second,  everybody  consider  winning 


the  peace  in  the  same  spirit  as  char- 
acterized the  winning  of  the  war. 

"Third,  the  business  papers,  by  article, 
editorial  and  personal  service,  show 
that  selfishness  has  now  no  more  place 
than  in  war  time.  That  interest  in  the 
welfare  of  all  men,  individually  and  as 
society,  lies  at  the  basis  of  prosperity. 

"In  conclusion,  let  me  say,  we  must 
consecrate  ourselves  to  giving  a  full 
measure  of  the  best  service  we  have 
within  us.  As  a  nation,  and  as  pub- 
lishers, we  must  quit  our  petty  quarrels 
and  arguments  and  devote  ourselves  to 
the  tasks  that  lie  before  us.  We  had 
to  fight  and  destroy  to  win  the  war. 
We  will  have  to  work  and  build  to  win 
the  peace.  The  first  nation  that  gets 
hold  of  the  idea  that  the  only  salvation 
comes  from  work  will  come  out  on  top 
and  really  win  the  peace. 

"The  business  papers  have  an  oppor- 
tunity such  as  has  never  come  to  them 
before,  to  direct  the  thinking  of  indus- 
try into  sane  channels.  Let  us  demon- 
strate by  our  own  untiring  efforts  to 
serve  and  by  our  diligence  in  meeting 
the  problems  of  the  day  that  we  have 
accepted  the  gospel  of  intelligent  work 
as  the  big  step  in  speeding  the  revival 
of  business." 


Executive  Committee  Meets 

THE  first  regular  monthly  meeting 
of  the  executive  committee  of  the 
American  Association  was  a  well  at- 
tended, busy  one  at  Association  Head- 
quarters Friday,  October  28.  If  the 
first  meeting  of  the  committee  is  typi- 
cal, the  adoption  of  the  monthly  meet- 
ing plan  suggested  by  President 
Gadsden  will  prove  of  great  value  to 
the  association  on  account  of  the 
close  touch  and  active  management 
which  the  executive  committee  is  thus 
enabled  to  give  to  its  activities. 

Executive  Secretary  Welsh  presented 
a  report  concerning  the  membership  of 
the  Association  as  of  October  28,  1921, 
compared  with  October  31,  1920.  A 
total  loss  of  two  railway  companies  and 
12  manufacturer  companies  is  indicated. 
Since  the  meeting  of  the  executive 
committee  on  August  5,  the  following 
members   have  been  added: 

Railway  Member:  Danbury  &  Bethel 
Street  Railway  Company. 

Manufacturer  Members :  Witherow 
Steel  Company,  Copper  Clad  Steel 
Company,  Loes  &  Dilworth,  United 
Lead  Company,  Lowe  Brothers  Com- 
pany. 

The  membership  committee  will  take 
up  with  members  who  have  suggested 
resigning  from  the  association  the 
question  of  their  continuing. 

In  consideration  of  the  mid-year  con- 
ference, the  executive  committee  de- 
cided it  would  be  advisable  to  have  it 
in  Indianapolis  at  the  home  town  of 
the  president,  Mr.  Todd,  and  a  comr 
mittee  of  five  was  authorized  to  make 
preliminary  arrangements. 

The  report  of  the  publicity  committee 
was  submitted  by  Mr.  Storrs  for  Mr. 
Collier,  the  chairman,  who  could  not 
be  present.  This  report  embodied  the 
principles  suggested  by  Britton  I. 
Budd  at  the  convention,  that  the 
executive  committee  take  direct  and 
personal  action  with  reference  to  the 
greater  use  of  publicity  and  the  more 


extended  use  of  the  Advertising  Sec- 
tion of  the  Association  throughout  tht 
industry.  The  committee  reported  that 
an  arrangement  had  been  made  between 
the  committee  on  publicity  and  the 
Aera  advisory  committee,  now  the  pub- 
lications committee,  for  the  conduct  of 
a  regular  publicity  and  advertising 
section  in  Aera,  and  between  the 
Transportation  and  Traffic  Association 
and  the  publicity  committee  for  the 
carrying  out  by  the  advertising  section 
of  suggestions  made  by  the  safety  and 
merchandising  transportation  commit- 
tees. The  executive  committee  ap- 
proved the  report,  as  well  as  the  sug- 
gested form  of  letter. 

On  recommendation  of  the  Trans- 
portation and  Traffic  Association,  sub- 
mitted by  its  president,  L.  H.  Palmer, 
the  executive  committee  approved  the 
action  of  the  T.  &  T.  Association,  with 
reference  to  adopting  the  freight 
classification  prepared  by  the  joint 
committee  of  the  T.  &  T.  and  Ac- 
countants Associations.  The  T.  &  T. 
Association  had  recommended  that 
companies  put  into  effect  for  the 
calendar  year,  1922,  this  standard 
classification,  so  that  sufficient  data 
would  be  available  at  the  end  of  the 
year  to  furnish  a  clear  idea  of  the 
cost  of  handling  freight. 

The  next  question  to  come  before  the 
committee  was  the  application  of  the 
new  constitution  to  the  status  of  in- 
dividual membership  of  men  employed 
by  municipalities  in  railway  work. 
After  much  discussion,  the  interpreta- 
tion which  the  reorganization  committee 
and  the  previous  executive  committee 
had  intended  to  be  made  on  the  phrase 
"except  that  officers  and  employees  of 
non-member  companies  shall  not  be 
eligible  to  election  as  individual  mem- 
bers" be  retained.  This  is  understood 
to  mean  that  the  term  non-member 
companies  should  include  municipalities 
or  municipal  railways,  not  members  of 
the  association,  as  well  as  private  rail- 


ways not  members  of  the  association. 
Discussion  hinged  on  the  point  that 
municipal  railways  cannot  become 
members. 

J.  H.  Pardee  then  presented  the  re- 
port of  the  Finance  Committee  showing 
an  audited  statement  for  the  first  11 
months  ending  September  30,  1921,  with 
estimated  expenditures  for  October. 
This  report  showed,  as  of  October  31, 
1921,  a  balance  sheet  of  $28,955,  of 
which  $7,149  is  cash.  Comparative 
financial  statements  for  1920  and  1921 
were  also  given,  showing  the  present 
operation  to  be  on  a  more  efficient  and 
less  expensive  basis. 

On  recommendation  of  the  Finance 
Committee,  the  Executive  Committee 
adopted  a  series  of  resolutions  neces- 
sary to  put  into  effect  the  provisions 
regarding  the  handling  of  moneys  and 
safe-guarding  of  funds  contemplated 
by  the  new  constitution. 

The  question  of  trackless  transporta- 
tion being  up  as  a  result  of  a  com- 
munication from  an  outside  body,  the 
executive  committee  decided  to  ask  the 
Engineering  and  the  T.  &  T.  Associ- 
ations to  appoint  committees  to  co-oper- 
ate with  the  American  Association  com- 
mittee on  trackless  transportation  to 
work  under  the  guidance  of  the  latter. 
A  communication  from  the  Engineer- 
ing Association,  submitted  through  its 
president,  C.  F.  Kimball,  brought  up 
the  question  of  employing  an  engineer 
at  Association  headquarters  to  take 
care  of  the  technical  and  statistical 
work  of  the  association  in  which  the 
Engineering  Association  is  particularly 
interested  and  to  assume  some  of  the 
duties  which  Executive  Secretary  Welsh 
has  had  to  relinquish  since  he  took  up 
executive  duties.  Both  this  question 
and  Mr.  Kimball's  reference  to  the 
possibility  of  paying  certain  expenses 
of  committees  in  order  to  get  greater 
committee  activity  were  referred  to  the 
Finance  Committee  for  recommenda- 
tion. 

In  accordance  with  the  constitutional 
provision  that  the  executive  committee 
should  authorize  special  committees,  if 
necessary,  the  committee  took  action 
authorizing  the  following  committees: 
Education — co-operation  with  educa- 
tional institutions.  Electrolysis.  Ex- 
cess profits  tax.  Mail  pay.  Trackless 
transportation.     Valuation. 

The  committee  also  authorized  a 
special  committee  of  five  with  E.  F. 
Wickwire  as  chairman,  to  enlist  the 
co-operation  of  all  manufacturers  in 
line  with  the  policy  Mr.  Wickwire  out- 
lined in  his  speech  at  Atlantic  City. 
This  committee  was  to  act  under 
the  general  advice  of  the  Public 
Policy  Committee.  The  committee  also 
authorized  the  continuance  of  repre- 
sentation of  the  American  Electric 
Railway  Association  on  the  joint  com- 
mittee of  National  Utility  Associations. 
On  account  of  the  fact  that  the 
fourth  Friday  in  November  comes, 
this  year,  immediately  after  Thanks- 
giving Day,  the  executive  committee 
decided  to  hold  its  November  meeting 
one  week  later,  Friday,  December  2, 
at  Indianapolis. 

The  following  members  of  the  execu- 
tive committee  were  in  attendance  at 
the  meeting:  R.  I.  Todd,  president;  C. 
D.  Emmons,  J.  N.  Shannahan,  F.  R. 
Coates,  F.  E.  Webster,  L.  H.  Palmer, 
R.  P.  Stevens,  W.  H.  Sawyer,  H.  G. 
Bradlee,  John  G.  Barry,  C.  R.  Ellicott, 
Samuel  Curwen,  L.  E.  Gould,  George 
Tontrup,  Lucius  F.  Storrs,  W.  Caryl 
Ely,  C.  L.  Henry,  J.  H.  Pardee  and 
the  executive  secretary,  J.  W.  Welsh. 


News  of  the  Eledric  Railways 

FINANCIAL  AND  CORPORATE        ::        TRAFFIC  AND  TRANSPORTATION 

PERSONAL  MENTION 


Galveston  Case  Significant 

Supreme    Court    at    Washington    Will 
Hear   Rate  Case   in   Which   Con- 
fiscation Is  Alleged. 

The  Supreme  Court  of  the  United 
States  on  Dec.  5  will  hear  the  appeal 
in  the  case  of  the  Galveston  (Texas) 
Electric  Company  vs.  the  City  of 
Galveston  involving  the  validity  of  the 
ordinance  enacted  by  the  city  of  Gal- 
veston abolishing  the  6-cent  fare  and 
restoring  the  5-cent  fare  on  the  railway 
lines  in  the  city.  This  case  has  been 
long  in  the  courts  and  the  company  has 
appealed  to  the  court  of  last  resort 
for  a  decision. 

This     litigation    has    an    interesting 
history.     It  began  when  the  Galveston 
Electric  Company  announced  that  fares 
would  be  increased  from  5  cents   to  6 
cents,  claiming  the  right  under  terms  of 
its  franchise  to  charge  whatever  fare  it 
deemed    necessary    to    meet    operating 
costs  and  provide  a  fair  return  on  its 
investment.    The  6-cent  fare  was  main- 
tained for  a  time  until   the  city  could 
take   action   to   declare   the   6-cent  not 
justified    and    to    enact    an    ordinance 
restoring  the  5-cent  fare.    The  traction 
company    then    went    into    the    federal 
court,    claiming    the    5-cent    fare    con- 
fiscatory   and   asking   relief   therefrom 
under  the  Federal  statutes.      The  trac- 
tion    company     asked     an     injunction 
restraining  the  city  of  Galveston  from 
enforcing    the    5-cent    fare     ordinance. 
Judge   J.   C.   Hutcheson   of  the   United 
States  District  Court  for  the  Southern 
District  of  Texas  at  Houston  appointed 
Judge     Dannenbaum     of     Houston     as 
master    in    chancery    tu    take'  evidence 
touching  the  company's  invested  capi- 
tal, operating  costs  and  revenues,  and 
report  thereon. 

Judge  Dannenbaum  conducted  an  ex- 
tensive investigation  in  Galveston,  and 
as  a  result  recommended  to  Judge 
Hutcheson  that  the  6-cent  fare  be 
allowed,  his  finding  being  that  this  fare 
was  necessary  to  provide  operating 
expenses,  depreciation  fund  and  yield  a 
return  of  8  per  cent  on  the  fixed  valua- 
tion of  the  property. 

Judge  Hutcheson,  however,  disagreed 
with  the  findings  of  the  master  and 
rendered  final  decision  in  the  case, 
holding  that  a  5-cent  fare  provided 
adequate  return  on  a  valuation  which 
he  placed  below  that  found  by  the 
master,  and  refusing  to  grant  the  in- 
junction sought.  This  was  on  Feb. 
10,  last.  Attorneys  for  the  company 
at  once  set  about  to  take  the  case  to 
the  Supreme  Court  on  appeal,  and  an 
order  was  entered  by  Judge  Hutcheson 
m  his  court  on  May  30  granting  right 
of  appeal  to  the  Supreme  Court  on  a 
writ  of  error. 

The  assignment  of  errors  on  which 
the  appeal  was  based  set  out  eight 
instances  in  which  it  is  claimed  the 
court  erred  in  ruling  favorably  for  the 
defendant,  the  city  of  Galveston,  chiefly 
m  sustaining  exceptions  to  the  findings 
of  the  master  in  chancery  appointed  "to 
place  a  valuation  of  the  company's 
property  for  rate-making  purposes. 
Both  the  finding  of  the  master,  and 


also  the  approval  of  the  court  in  regard 
to  establishing  of  the  present  valuation 
by  adding  33J  per  cent  to  the  pre- 
war cost  of  the  plaintiff  company's 
property  for  rate-making  purposes,  is 
set  out  for  error. 

As  another  reason  assigned  for 
error,  it  is  contended  that  no  actual 
period  of  operation  was  taken  in  which 
to  test  the  desirability  of  the  ordinance 
and  fix  operating  costs.  "On  the  con- 
trary," it  is  set  out,  "it  was  assumed 
that  the  revenue  for  the  year  ending 
June  30,  1921,  would  be  twice  the 
revenue  for  the  six  months'  period  end- 
ing Dec.  31,  1920,  and  that  operating 
expenses  for  the  year  ending  June  30, 
1921,  would  be  the  same  as  for  the 
year  ending  June  30,   1920." 

Deferred  maintenance,  which  accrued 
during  the  war  period,  it  is  contended, 
was  not  given  proper  allowance.  The 
court  allowed  $70,000  yearly  for  main- 
tenance, it  is  stated,  when  "the 
evidence  adduced"  showed  $104,000  as 
the  normal  charge. 

It  is  also  assigned  for  error  that 
the  master,  having  found  4  per  cent 
per  annum  as  the  proper  allowance 
for  depreciation,  applying  same  to 
present  fair  value  of  depreciable 
property  as  found  by  him,  the  de- 
fendant excepted  and  the  court  sus- 
tained their  exception,  "thus  excluding 
from  the  fair  value  as  found  by  the 
master  all  overheads  and  various  other 
items  included  therein,  resulting  in 
annual  depreciation  allowance  of 
$45,240  in  the  place  of  $66,824.40, 
allowed  by  the  master." 

Certain  sums  allowed  by  the  master 
as  part  of  base  value  for  rate-making 
purposes  as  proper,  for  brokerage,  to 
which  defendants  took  exception  and 
the  court  sustained  them,  are  assigned 


Fare  Adjustment  Asked 

Public  Interests  Outweigh  Investment 
and   Chartered   Rights,  Says   Con- 
necticut Utility  Commission. 

The  Connecticut  Company  trustees 
are  being  urged  to  try  a  5-cent  fare  in 
Bridgeport  by  Chairman  Richard  T. 
Higgins,  the  other  members  of  the 
commission  concurring.  This  is  the 
latest  move  for  reduced  fares  in  Con- 
necticut. It  has  followed  closely  the 
development  in  Norwalk  referred  to 
elsewhere  in  this  issue.  On  Nov.  10 
the  commission  will  hold  a  hearing  on 
the  petition  of  the  city  of  Bridgeport 
asking  for  a  fare  reduction. 

Chairman  Higgins  in  a  letter  to  the 
trustees  of  the  company  points  out 
that  the  city  of  Bridgeport  is  the 
critical  point  in  the  State  from  a  street 
railway  transportation  standpoint  and 
that  unless  there  is  a  change  in  trolley 
car  rates  there  the  commission  will 
be  forced  to  grant  additional  jitney 
routes.  The  trustees  take  the  stand 
that  the  lines  of  the  company  should  be 
treated  as  one  unit.  Salient  features 
of  Chairman  Higgins'  letter  are: 

1.  That  the  commission  has  very  ma- 
terially eliminated  unfair  and  destructive 
jitney  competition. 

2.  That  the  investment  and  chartered 
rights  of  the  company  must  be  subordinate 
to  the  paramount  interest  of  the  public. 

3.  That  the  company  should  be  prepared 
to   adapt   itself   to   changing  conditions 

4.  That  the  habit  of  riding  should  be 
promoted  by  the  rendition  of  cheap  and  fre- 
quent service. 

5.  That  the  operating  revenues  and  ex- 
penses of  each  division  should  be  kept  sepa- 
rate, thereby  permitting  an  adjustment  of 
rates  for  each  such  division. 

6.  That  the  methods  of  transportation 
must  conform  to  economic  conditions. 


as  error. 

The  sum  of  $200,000  was  the  amount 
the  master  allowed  for  rate-making 
purposes  for  going  concern  value,  it  is 
stated,  whereas  the  defendant's  excep- 
tion to  this  valuation  was  sustained  by 
the  court,  the  plaintiff  holds,  er- 
roneously. Exception  was  also  taken 
and  erroneously  sustained,  it  is  claimed, 
to  the  amount  of  income  taxes,  $16,254, 
paid  during  the  year  ending  June  30, 
1920,  which  the  plaintiff  holds  the  mas- 
ter properly  allowed  as  operating 
expenses. 

$139,750  in  Penalties  Sought 

An  action  to  recover  $139,750  from 
the     International     Railway,     Buffalo, 
N.  Y.,  has  been  started  by  the  city  of 
Buffalo    as    a    test    case    to    determine 
whether    the    municipal    authorities   or 
the     Public     Service     Commission     has 
jurisdiction   over   the   service   rendered 
by  the  railway.    The  suit  is  brought  to 
recover  alleged  penalties  for  failure  to 
operate  owl  cars  on  a  half -hour  sched- 
ule on  one  local  line  as  required  under 
the  company's  franchise  agreement.  The 
railway  contends  that  it  complied  with 
an  order  of  the  Public  Service  Commis- 
sion when  it  stopped  owl  service  on  cer- 
tain lines  and  that  the  city  is  without 
authority  to  restore  the  owl  service. 


Chairman  Higgins'  letter  to  the 
trustees  expresses  the  attitude  of  the 
commission  on  the  critical  condition 
now  existing  and  confirms  the  belief 
that  conditions  have  changed  materially 
since  the  high  rate  was  made  effective; 
also  that  the  10-cent  rate  is  more  than 
the  traffic  can  bear. 

About  the  time  the  letter  was  written 
President  L.  S.  Storrs  informed  the 
trustees  that  the  company  had  derived 
a  net  income  of  more  than  $1,000,000 
in  the  first  few  months  of  the  year. 

In  a  reply  to  the  commission  Judge 
Walter  C.  Noyes,  chairman  of  the 
company's  federal  trustees  declares 
that  by  granting  a  fare  reduction  in 
Bridgeport,  the  unity  of  the  system 
would  be  destroyed.  He  expresses  the 
hope  that  next  spring  the  trustees  will 
be  in  a  position  to  consider  a  change 
that  will  effect  the  entire  system. 

Judge  Noyes,  writing  under  date 
Oct.  25,  informed  the  commission  that 
if  it  ordered  a  5-cent  fare  in  Bridge- 
port the  trustees  will  see  to  it  such 
order  is  fairly  and  fully  complied  with. 

Railway  Asks  Relief. — The  Muskegon 
Tracton  &  Lighting  Company,  Muske- 
gon, Mich.,  through  its  directors,  has 
applied  to  the  City  Commission  for 
assistance  in  its  financial  difficulties. 
In  a  letter  addressed  to  the  Commis- 
sion the  company  reports  losses  for 
four    months    amounting   to   $18,772. 


838 


Electric    Railway    Journal 


Vol.  58,  No.  19 


Provisions  of  New  Franchise 
Being  Considered 

The  city  of  Houston,  Tex.,  is  con- 
sidering provisions  of  the  new  franchise 
which  is  to  be  negotiated  with  the 
Houston  Electric  Company.  This 
action  is  made  necessary  by  the  recent 
rejection  by  the  voters  of  the  city  in 
the  referendum  election  on  the  franchise 
which  had  been  submitted  by  the  trac- 
tion company.  City  Attorney  Sewell 
Meyer  has  proposed  to  the  City  Coun- 
cil that  the  company  should  first  be 
required  to  establish  a  flat  6-cent  fare 
in  the  city  or  issue  books  of  twenty 
tickets  for  $1.  The  City  Council  has 
taken  its  recommendation  under  ad- 
visement, but  has  made  no  announce- 
ment as  to  whether  it  would  be  included 
in  the  new  franchise  provisions.  The 
Mayor  and  members  of  the  City 
Council  have  said  that  the  first  con- 
sideration in  framing  the  new  franchise 
•will  be  service,  and  that  the  company 
■will  be  bound  in  such  a  manner  that 
service  must  be  given. 


Paris  Subway  Wreck  Kills  Forty 

Forty  persons  were  killed  and  a  hun- 
dred were  injured  recently  when  two 
suburban   trains   of  the   Paris   subway 


and  asked  for  investigation  of  the  plan. 
His  communication  was  referred  to  the 
committee  on  law.  In  presenting  the 
matter  Mr.  Barnes  said: 

While  the  president  of  the  railway  and 
I  have  come  to  the  conclusion  that  the 
trackless  trolley  is  the  means  best  suited 
to  .supplement  the  present  trolley  system 
in  this  city,  its  adoption  i.s  such  a  radical 
change  from  prevailing  niothods  of  trans- 
portation and  so  important,  that  I  feel  be- 
fore final  action  is  taken  that  it  should  be 
fully  discussed  and  an  opportunity  given 
to  all  interested  to  express  their  views  on 
this  subject. 

Therefore,  I  would  respectfully  suggest 
that  this  communication  be  referred  to  s6me 
committee  of  your  honorable  body  for  that 
purpose.  

Municipal    Railway    Construction 
Praised 

Frederick  Boeken,  superintendent  of 
the  San  Francisco  (Cal.)  Municipal 
Railway,  recently  made  a  tour  of  in- 
spection of  Detroit's  municipal  street 
railway  lines.  Mr.  Boeken  was  pass- 
ing through  Detroit  on  his  way  back  to 
San  Francisco  after  having  attended 
the  recent  convention  of  electric  rail- 
way men  in  Atlantic  City. 

In  view  of  the  way  in  which  Detroit 
is  committed  at  present  to  a  program  of 
municipal  ownership  of  its  railway 
lines  the  daily  papers  there  were  quick 


)  International  Film  Service 
The  Remains  of  One  Car  Which  Figured  in  the  Paris  Subway  Wreck 


system  collided  in  the  BatignoUes  tun- 
nel near  the  St.  Lazare  station.  Both 
trains  were  crowded  and  the  coaches 
caught  fire  following  the  crash.  Many 
were  burned  to  death. 


Trackless  Trolley  Advocated  by 
Street  Railway  Director 

Charles  R.  Barnes,  street  railway 
commissioner  at  Rochester,  N.  Y.,  is  an 
open  advocate  of  the  trackless  trolley. 
He  has  recommended  vehicles  of  this 
type  to  the  City  Council  for  use  by  the 
New  York  State  Railways  for  cross- 
town  service.  At  the  same  time  that 
this  proposal  was  made  permission  was 
sought  to  extend  the  existing  electric 
railway  tracks  on  Clinton  Avenue  north 
from  the  present  terminus  at  Norton 
Street  to  the  Ridge  Road. 

Mr.  Barnes  stated  that  both  he  and 
President  James  F.  Hamilton  of  the 
New  York  State  Railways  had  decided 
after  investigation  that  trackless  trol- 
leys were  most  suitable  for  such  cross- 
town  service  as  Rochester  needs.  The 
commissioner  of  railways  emphasized 
the  immediate  necessity  for  such  service 


to  seek  out  Mr.  Boeken  for  an  ex- 
pression of  opinion  as  to  the  lines  now 
being  built  there  and  for  comment  on 
the  progress  in  municipal  operation 
that  has  been  made  in  San  Francisco. 
He  is  quoted  by  the  Detroit  News  in 
part  as  follows: 

You  will  probably  hear  much  criticism 
of  the  small  safety  cars — at  first.  But  don't 
let  that  disturb  you.  Both  from  experi- 
ence and  hearsay  I  know  the  one-man  cars 
give  excellent  service  and  meet  every  de- 
mand of  the  public.  I  saw  one  of  the 
Peter  Witt  type  of  large  cars  which  the 
local  municipal  lines  will  use,  and  It  seems 
to  me  that  that  type  of  car  will  be  en- 
tirely adequate  to  take  care  of  the  heavy 
traffic  on  Woodward  Avenue  and  other  main 
thoroughfares. 

The  track  now  being  built  in  Detroit 
is  not  only  entirely  adequate  to  carry  the 
traffic,  but.  in  all  my  railway  experience, 
I  have  never  seen  neater  construction. 
You  must  have  a  marvelous  organization 
here  to  have  constructed  so  much  and  such 
good  track  in  so  short  a  time. 

Detroit  has  used  what  is  called  the 
"rigid"  type  of  construction — that  is  laying 
the  ties  and  rails  in  cement.  The  Detroit 
United.  I  am  told,  still  lays  its  ties  on  a 
sand  foundation  with  brick  and  stone  sup- 
ports. That's  old  stuff  in  the  railway  world. 
Out  in  San  Francisco  we  build  verv  much 
the  same  as  Detroit  is  building  Its  new 
lines.  Some  of  the  tracks  have  been  down 
nine  years,  have  given  excellent  service  and 
are  still  in  good  condition. 


Differences  Being  Adjusted 

Reconciliation  Reached  Between  Secur- 
ity Holders  at  New  Orleans  Helpful 
Toward     Traction     Settlement 

A  quarter  page  display  advertise- 
ment published  recently  in  the  local 
papers  at  New  Orleans,  La.,  invited 
holders  of  the  4J  per  cent  bonds  of  the 
New  Orleans  Railway  &  Light  Com- 
pany, to  deposit  their  bonds  with  Jan. 
1,  1922,  and  all  subsequent  coupons 
attached  with  any  one  of  four  deposi- 
taries of  the  committee. 

This  announcement  followed  reports 
published  in  the  New  Orleans  papers 
that  an  agreement  had  been  reached 
among  the  security  holders  of  the  sev- 
eral classes.  The  report  could  not  be 
confirmed. 

R.  S.  Hecht,  chairman  of  the  com- 
mittee representing  the  holders  of  the 
4i  per  cent  bonds  of  the  New  Orleans 
Railway  &  Light  Company,  and  presi- 
dent of  the  Hibernia  Bank  &  Trust 
Company,  one  of  the  signers  of  the  ad- 
vertisement, is  represented  as  having 
predicted  an  early  settlement  of  the 
local  railway  tangle,  though  he  was 
unwilling  to  make  public  the  probable 
plan  of   settlement. 

G.  M.  Dahl,  representing  the  eastern 
interests  of  the  New  Orleans  Railway 
&  Light  Company,  while  confident  that 
a  settlement  is  not  far  off,  declined  to 
go  into  details.  He  indicates,  how- 
ever, that  an  agreement  had  been 
brought  about  between  junior  security 
holders  and  4J  per  cent  bondholders. 

The  conferences  that  have  been  held 
by  Commissioner  Maloney,  of  the  Pub- 
lic Utilities  Department,  with  inter- 
ested parties,  have  resulted  in  his  plan 
of  settlement  being  perfected,  with  the 
result  that  it  will  be  submitted  to  the 
Council  for  approval  as  soon  as  the 
time  is  opportune.  Not  until  the  ap- 
proval of  the  Council  has  been  obtained, 
however,  will  final  negotiations  be  con- 
ducted with  the  company  and  the 
security  holders.  The  matter  has  been 
delayed  by  the  Mayor's  illness. 

A  movement  has  been  under  way  for 
about  a  month  looking  to  the  estab- 
lishment of  bus  transportation  in  New 
Orleans  by  popular  subscription.  The 
parties  back  of  the  undertaking  are 
the  Anti-Eight-Cent  Car  Fare  League, 
supported  by  the  Women's  Federation 
of  Clubs  and  the  Central  Trades  and 
Labor  Council.  The  organization  claims 
to  have  70,000  subscribers  to  its  stock, 
which  is  being  sold  in  small  denomina- 
tions on  the  installment  plan. 

On  Oct.  30  it  was  stated  that  the  se- 
curity holders  of  the  company  after 
many  protracted  meetings  with  the 
members  of  the  Commission  Council 
have  finally  evolved  a  plan  of  settle- 
ment along  the  lines  of  the  Maloney 
plan,  which  they  have  asked  the  Coun- 
cil to  adopt.  This  modified  Maloney 
plan  is  one  that  is  said  to  be  acceptable 
to  all  the  security  holders  at  interest, 
including  the  fraction  that  demurred  to 
the  preferred  position  given  the  holders 
of  the  4i  per  cent  bonds  under  the  orig- 
inal Maloney  plan. 

Commissioner  of  Public  Utilities  Ma- 
loney spent  a  good  part  of  the  after- 
noon of  Oct.  29  in  going  over  the  modi- 
fied plan  with  City  Attorney  O'Keefe, 
with  the  view  of  learning  the  "legal  right 
of  the  city  in  the  proposed  agreement 
and  to  what  lengths  the  city  was  com- 
mitted under  the  plan.  After  these  rep- 
resentatives of  the  city  have  satisfied 
themselves  on  the  points  involved  noth- 
ing more  will  remain  to  be  done  but 


November  5,  1921 


Electric    Rail way    Journal 


submit  the  plan  to  the  Commission 
Council  for  its  approval.  It  does  not 
follow,  however,  that  this  will  mark  the 
end  of  the  matter.  The  company  will 
have  to  be  reorganized  on  the  lines  out- 
lined in  the  original  Maloney  plan;  the 
receiver  discharged;  more  money  ob- 
tained; and  the  necessary  enabling  acts 
passed  by  the  Commission  Council. 

Those  in  possession  of  the  facts  upon 
which  it  is  now  generally  believed  a 
solution  of  the  company's  troubles  will 
be  reached  are  unwilling  to  discuss  the 
details  for  publication.  Nothing  will 
be  known  definitely  until  the  matter  is 
presented  to  the  Council.  It  goes  with- 
out saying,  however,  that  the  modified 
Maloney  plan,  if  approved  by  the  Com- 
missioner of  Public  Utilities,  will  be 
adopted. 

The  value  of  the  property  of  the  com- 
pany, for  tax  assessment  purposes  for 
1921,  has  been  reduced  by  the  Louisiana 
Tax  Commission  $2,510,680  below  the 
assessment  of  1920.  The  loss  sustained 
by  the  city  in  this  reduced  assessment  is 
made  up,  however,  by  the  amount  that 
applies  to  the  city  general  fund  receiv- 
able from  the  percentage  tax  on  gross 
receipts  for  the  year.  The  gross 
receipts  for  this  year  under  the  pres- 
ent 8-cent  fare  will  be  about  $15,000,000 
as  against  $12,583,560  for  1920.  This 
tax  goes  direct  to  the  city  general  fund. 


839 


earning  power  under  the   5-cent  fare    that 
IS  in  the  contract,  I  say  there  is   nn  r^^ 
ketable  value  beyond  wLt  one  man  w"uW 
pay  another  for  such  a  property  ^""'l 

Also,  I  am  fundamentally  and  unalter- 
ably opposed  to  the  "slidingr  scale  or  bl 
rometer"  fare.  1  shall  oppose  any  plan 
that  does  not  render  it  impossible  at  anv 
time  m  the  future,  or  under  any  clrcum^ 
stances,  to  exact  more  than  a  5-eent  fari 
or  any  plan  that  alters  or  modifles  the 
S"?  LSf'^f "'  contract  right  to  insist  upon 
a  5-cent  fare,  with  free  transfers  between 
all   parts   of  the  new   system.  "eiween 


Candidate  Curran  Another 
Five-Cent  Apostle 

Henry  H.  Curran,  coalition  candidate 
for  Mayor  in  New  York,  made  public 
on  Oct.  29  a  statement  of  his  position 
on  transit. 

In  it  he  came  out  unequivocally  for 
the  retention  of  the  5-cent  fare  and 
for  such  amendments  to  the  transit 
commission  act  passed  by  the  last  Leg- 
islature as  would  return  to  the  city 
complete  control  of  all  traction  con- 
tracts. 

Proclaiming  himself  an  advocate  of 
home  rule,  he  declared  this  campaign 
was  "a  fight  to  the  finish  to  find  out 
whether  Hearst  rules  New  York  or 
■whether  the  people  of  the  city  still 
enjoy   local  self  government." 

As  Mr.  Curran  sees  it  the  transit 
problem  in  New  York  has  come  to 
assume  three  distinct  aspects.  They 
are: 

1.  The    question    of   home   rule. 

2.  The  retention   of   the   5-cent   fare. 

3.  Improved  and  extended  service. 

Mr.  Curran  said: 

I  have  repeated  over  and  over  again 
my  Arm  conviction  that  this  city  is  en- 
titled to  control  its  local  affairs,  free  from 
•outside  domination. 

I  opposed  the  transit  law  as  soon  as 
It  was  drafted  last  winter.  I  said  it  was 
wrong  and  unjust  to  take  from  us  our 
control  over  contracts  made  by  us  in  good 
faith  and  executed  by  the  expenditure  of 
millions  of  dollars  of  our  own   money 

Home  rule  is  right,  and  I  say  that  right 
come^  ahead   of  party.     Right  comes   first. 

When  I  am  elected  Mayor  I  propose  not 
only  to  test  the  constitutionality  of  thp 
transit  law  but  to  flght  with  all  the  strength 
and  energy  I  possess  to  have  it  amended 
I  am  going  to  have  a  bill  drafted  and  in- 
troduced at  Albany  restoring  to  our  city 
the  control  over  our  transit  contracts  that 
this  law  took  away  from  us. 

While  the  stage  has  not  yet  been 
reached  where  the  diflferent  steps  and 
details  of  the  procedure  toward  secur- 
ing the  ends  Mr.  Curran  has  in  mind 
can  be  worked  out,  still  he  has  stated 
specifically  his  ideas  on  some  of  the 
points  as  follows: 

Before  all  else,  the  valuation  of  the 
roads  must  be  right.  Every  drop  of  water 
must    be    squeezed    out.       If    there    is    no 


$200,000  Storm  Damage 

utility  at  Tampa  Crippled  Temporarily 
but  Not  Seriously  Injured— Railway  ' 
Must  Meet   Repaving   Costs 

Practically  5  miles  of  track  washed 
out  and  one  car  damaged,  along  with 
the  loss  of  the  stream  of  nickels  for 
two  days,  represent  the  traction  loss 
of  the  Tampa  (Fla.)  Electric  Company 
due  to  the  storm  which  broke  on  the 
morning  of  Oct.  25  and  for  forty-eight 
hours  isolated  Tampa,  doing  total 
damage  of  $800,000  to  $1,000,000.  In 
addition  to  the  losses  named,  the  line 
will  also  have  to  pay  for  the  repaving 
of  more  than  4  miles  between  its 
tracks.  Very  few  of  the  poles  support- 
ing; the  trolley  were  washed  down, 
though  a  score  or  more  throughout  the 
city  were  blown  over.  Most  of  those 
blown  over  would,  however,  probably 
have  had  to  be  replaced  before  long. 

The  trouble  zone  was  the  Bayshore 
Boulevard,  traversed  by  the  Port  Tampa 
line.  There  is  no  seawall  along  the  5- 
mile  drive  and  the  electric  line  tracks 
were  on  the  bayward  side  of  the  high- 
way. Very  little,  if  any,  of  the  track 
vvas  lost,  estimates  at  this  date  being 
that  all  of  the  rails  and  practically  all 
of  the  ties  are  intact.  Practically  all 
of  the  brick  are  available,  the  main  cost 
being  relaying. 

Manager  Hanlon  estimates  that  the 
entire  damage  to  the  electric  company, 
trolley,  and  lighting  systems  is  about 
$200,000. 

The  trolley  damaged  was  abandoned 
about  half  way  down  the  drive  when 
high  water  flooded  the  power  station 
cutting  off  the  current.  The  damage  to 
the  power  plant  will  be  slight. 

The  city  of  Tampa  proper  was  with- 
out lights  just  one  night.  Fallen  wires 
in  all  parts  of  the  city  delayed  the  turn- 
ing on  of  current  to  the  outlying  sec- 
tions of  the  city,  but  within  ninety-six 
hours  of  the  passing  of  the  storm, 
which  raged  on  Oct.  25  with  decreasing 
vigor  after  3  p.m.,  the  entire  city  and 
the  suburbs  were  enjoying  lights  again. 
The  papers,  hotels  and  other  down- 
town places  including  the  Franklin 
Street  whiteway,  had  lights  Wednesday 
night. 

In  St.  Petersburg  early  estimates  of 
the  damage  were  excessive.  It  develops 
that  the  entire  damage  to  city 
property,  including  a  recreation  pier, 
valued  at  $20,000,  washed  away,  will 
only  be  $65,000.  This  is  the  estimate 
of  R.  E.  Ludwig,  director  of  public 
utilities.  The  principal  damage  to  the 
trolley  lines,  which  are  municipally 
owned,  was  the  loss  of  a  half  mile  of 
track  and  trolley  when  the  pier  went 
down  and  part  of  the  approach  was 
washed  away.  In  addition  some  poles 
and  lines  were  blown  down. 

The  entire  damage  in  the  storm  area, 
spread  over  a  score  of  counties,  and 
with  only  a  dozen  individual  losses  over 
$2,000,  will  be  considerably  less  than 
$5,000,000,  more  than  a  third  of  which 
total  is  accounted  for  by  fallen  fruit 
in  the  citrus  groves. 


Interurban  Ordered  to  Pay 

In  a  case  involving  the  death  of 
Walter  Berg,  a  joint  employee  of  the 
Utah  Power  &  Light  Company  and  the 
Bamberger  Electric  Railroad  the  Indus- 
trial Commission  of  Utah  has  concluded 
that  the  Bamberger  Electric  Railroad 
13  purely  an  intrastate  carrier,  and  has 
ordered  the  railroad,  in  conjunction  with 
the  power  company,  to  pay  Mr.  Berg's 
widow  compensation  as  a  result  of  his 
death. 

The  case  came  on  for  hearing  last 
August,  after  which  the  commission 
ordered  compensation  paid  to  Mr. 
Berg's  wife.  The  Bamberger  Electric 
Railroad  petitioned  for  a  rehearing, 
contending  that  it  was  an  interstate 
road  and  not  subject  to  the  orders  of 
the  Utah  Industrial  Commission.  This 
contention  was  taken  under  advisement. 
The  commission  now  finds  that  the 
Bamberger  Electric  road  is  an  employer 
subject  to  the  provisions  of  the  Utah 
compensation  act. 

The  findings  of  the  commission  are  of 
considerable  importance  in  Utah,  since 
it  indicates  the  stand  of  the  commission 
that  all  electric  roads  operating  in  the 
State,  with  the  possible  exception  of 
the  Utah-Idaho  Central,  are  intrastate 
roads  and  are  subject  to  the  compensa- 
tion act.  It  is  probable  that  the  case 
will  be  taken  to  the  federal  courts  by 
the  Bamberger  road,  owing  to  the  im- 
portance of  the  issues  involved. 


Three-Wire    Electrolysis    Mitiga- 
tion System  Working 
Successfully 

The  three-wire  system  as  used  for 
the  mitigation  of  electrolysis  in  Winni- 
peg and  its  installation  were  described 
in  the  Electric  Railway  Journal,  for 
March  26,  1921,  since  which  time  the 
system  has  been  completed  and  placed 
in  operation.  In  order  to  determine 
whether  the  railway's  contract  with  the 
city  had  been  fulfilled,  it  was  agreed 
that  an  examination  should  be  made 
by  outside  experts.  The  engineering 
services  of  Albert  F.  Ganz,  Inc.,  were 
therefore  retained  jointly  by  the  city, 
the  telephone  and  the  railway  inter- 
ests, and  the  installation  was  examined 
early  in  October  by  Prof.  L.  A.  Hazel- 
tine  and  C.  F.  Meyerherm  of  this  or- 
ganization. 

After  a  study  of  the  operating  re- 
sults,' conferences  were  held  with  the 
various  interests  concerned  and  a  joint 
meeting  was  held  on  Oct.  4.  At  that 
meeting  it  was  agreed  that  before  the 
system  was  finally  accepted  as  being 
a  proper  remedy  for  the  mitigation  of 
electrolysis  a  further  six  months  test 
should  be  made.  In  the  meantime,  the 
railway  is  to  keep  a  careful  record  of 
the  readings  of  the  voltmeters  and  is 
to  furnish  Mr.  Hazeltine  and  the  city 
authorities  with  copies  of  these  reports 
from  time  to  time.  After  studying 
these  results,  a  further  investigation 
will  be  made  into  the  system  next 
spring. 

Professor  Hazeltine  said  that  the 
records  so  far  obtained  indicated  that 
the  system  was  working  satisfactorily 
and  had  produced  the  results  con- 
templated. The  principal  remaining  re- 
quirement is  to  have  assurance  that 
these  results  will  be  continued  per- 
manently. 


840 


Electric    Railway    Journal 


Vol.  58,  No.  19 


General  Fund  Not  Available  to 
Meet  Costs 

A  vote  of  the  people  is  necessary 
before  the  general  fund  may  be  used 
for  maintenance  and  operation  of  the 
Seattle  (Wash.)  Municipal  Railway. 
This  is  the  opinion  recently  expressed 
by  Judge  J.  T.  Ronald  of  the  Superior 
Court  in  a  decision  overruling  the 
demurrer  of  the  city  of  Seattle  to  the 
suit  of  the  fourteen  taxpayers  to  enjoin 
the  city  from  using  money  from  the 
general  fund  in  the  operation  and  main- 
tenance of  the  system. 

The  suit  is  one  brought  by  S.  B. 
Asia  and  thirteen  other  taxpayers  and 
the  demurrer  interposed  by  the  city  vvas 
to  an  amended  complaint  in  which  the 
plaintiffs  sought  injunction  against  the 
tapping  of  the  general  fund  by  the 
city.  The  case  was  argued  on  Oct.  14. 
The  city  demurred  on  the  grounds  that 
there  was  a  defect  of  the  parties- 
defendant,  and  that  the  facts  did  not 
justify  a  cause  of  action. 

In  his  decision,  Judge  Ronald  held 
that  the  amended  complaint  of  the 
taxpayers  does  not  attack  the  legality 
of  the  deal  or  the  validity  of  the  bonds, 
and  therefore  the  Puget  Sound  Trac- 
tion Light  &  Power  Company  was  not 
a  party  to  the  suit.  On  the  point 
involving  the  loan  of  money  from  the 
general  fund  to  a  special  fund  the  court 
cited  a  decision  of  the  Supreme  Court 
in  which  it  was  held  that  such  loans 
could  not  be  made  in  cases  where  the 
special  fund  had  no  constant  and  fixed 
source  of  supply.  The  city  may  now 
stand  on  its  complaint  and  appeal  to 
the  Supreme  Court  or  file  an  answer 
in  the  case  and  allow  it  to  go  to  trial 
on  its  merits. 


Rapid  Transit  Company.  Whether  this 
shall  mean  the  carrying  of  the  terminus 
of  the  Prankford  line  into  the  center  of 
the  city  and  the  Iinl<ing  of  it  with  lines 
to  be  built  north  and  south  and  to  the  far 
southwest  is  the  practical  proljlem  to  be 
solved.  But  a  point  has  bien  reached 
when  a  decision  should  be  arrived  at  that 
will  bring  to  an  end  the  interminable  de- 
lays of  the  last  ten  years  and  give  to  the 
citizens  transportation  facilities  commen- 
surate with  the  city's  needs. 


Elevated  Lease  Negotiations 
Broken  Off 

Mayor  Moore,  of  Philadelphia,  Pa., 
has  terminated  the  negotiations  with 
the  Philadelphia  Rapid  Transit  Com- 
pany over  the  terms  of  a  lease  of  the 
Frankford  elevated  line  and  has  an- 
nounced his  intention  to  have  the  line 
operated  by  the  city  as  a  separate  and 
independent  unit  of  the  city's  transpor- 
tation system. 

The  apparent  hope  of  the  Mayor  is 
that  the  railway  will  see  what  he  con- 
siders the  error  of  its  ways  before  the 
completion  of  the  work  and  accept  the 
idea  of  the  city. 

At  present  the  points  of  junction  be- 
tween the  elevated  railways  built  by 
the  city  and  that  built  and  operated  by 
the  railway  is  separated  only  by  a  few 
feet.  As  one  writer  put  it,  however,  the 
structures  might  just  as  well  be  a  mile 
apart,  for  the  distance  is  not  one  of 
inches,  but  dollars.  As  this  authority 
explained,  the  Philadelphia  Rapid 
Transit  was  willing  to  come  in  and 
operate  the  Prankford  road,  but  not  at 
a  loss,  and  though  the  city  administra- 
tion consented  to  a  lease  containing  a 
guaranty  against  it,  the  lease  went  into 
the  discard  when  Council  began  amend- 
ing it.  The  attitude  of  the  company 
was  that  it  should  be  indemnified  for 
any  loss  in  its  operation  or  created  by 
the  diversion  of  traffic  from  the  surface 
lines. 

In  commenting  editorially  on  the 
breaking  off  of  the  negotiations,  the 
Philadelphia  Ledger  said: 

The  present  warring  forces  in  the  city 
administration  must  get  together,  recast 
the  high-.speed  transit  program  and  prepare 
and  put  through  plans  that  will  be  self- 
supporting,  regardless  of  the  effect  upon  the 


Wages  Cut  in  Louisville 

An  agreement  was  reached  on  Oct.  29 
by  employees  of  the  Louisville  (Ry.) 
Railway  and  the  company  under  which 
a  reduction  of  5  cents  an  hour  in  the 
wages  paid  to  trainmen-  became  effective 
on  Nov.  1.  Employees  represented  by 
the  general  committee  of  the  Co-opera- 
tive Welfare  Association  conferred  with 
the  officials  of  the  company  in  the  office 
of  President  James  P.  Barnes  and  an 
agreement  was  quickly  reached.  The 
reduction  will  affect  about  1,500  men. 
It  will  result  in  an  annual  saving  of 
about  $250,000  for  the  company. 

This  decision  followed  a  series  of  con- 
ferences and  reports  relative  to  a  pos- 
sible 10  to  20  per  cent  reduction  in 
wages.  The  men  all  felt  that  a  reduc- 
tion was  justified,  in  that  the  7-cent 
fare  has  failed  to  improve  the  financial 
condition  of  the  company  materially, 
but  they  were  not  all  agreed  on  the 
amount  of  the  cut.  The  individual  dif- 
ferences of  opinion  were  soon  all  over- 
come in  the  suggestion  that  the  cut  be 
made  5  cents  an  hour. 

Under  the  new  schedule  motormen 
and  conductors  on  city  lines  will  receive 
36  cents  an  hour  for  their  first  three 
months,  38  cents  the  next  nine  months 
and  43  cents  an  hour  for  the  second 
year  and  thereafter.  Men  on  the  inter- 
urban  lines  are  paid  1  cent  an  hour 
more.  Reductions  in  wages  of  other 
employees  will  be  made  on  the  same 
basis. 

At  the  conferences  with  the  men  and 
in  a  formal  statement  to  the  public 
Mr.  Barnes  took  the  position  that  the 
failure  of  the  7-cent  fare  to  yield  antic- 
ipated increases  in  revenue  made  it 
necessary  to  practice  further  economies. 

Both  the  Louisville  Railway  and 
Louisville  &  Interurban  Railroad  are 
included  in  the  arrangement,  as  it  is  one 
organization,  although  the  interurban 
lines  are  operated  by  a  separate  cor- 
poration. 

Defrauders  Punished 

The  fraud  has  been  making  himself 
conspicuous  of  late  on  the  lines  of  the 
Columbus,  Delaware  &  Marion  Electric 
Company,  Columbus,  Ohio.  Two  of- 
fenders have  been  arrested  and  sent- 
enced. 

Dewitt  Powell,  who  was  employed 
by  the  company  as  a  night  watchman, 
after  studying  the  combination  of  the 
safe  in  the  ticket  office  at  Columbus, 
succeeded  in  stealing  several  small 
amounts  of  money  ranging  from  $5  to 
$59.  He  was  arrested  in  June  and 
sentenced  on  Oct.  21  to  serve  from  one 
to  seven  years  in  the  Mansfield  re- 
formatory. 

The  second  offender  against  the  same 
property  was  one  Floyd  Wain,  who 
camouflaged  a  broken  arm  as  the  re- 
sult of  falling  over  something  in  the 
aisle  of  an  interurban  car.  He  later 
confessed  that  his  object  was  to  de- 
fraud and  was  given  thirty  days  in 
the  Dayton  workhouse  and  fined  $10 
and  costs. 


A  Biography  of  George  Westing- 
house  to  Be  Published 

Through  a  committee  of  the  Ameri- 
can Society  of  Mechanical  Engineers 
a  biography  of  George  Westinghouse 
of  330  pages  is  soon  to  be  published. 
The  author  is  Col.  Henry  G.  Prout;  for 
many  years  an  associate  of  Mr.  West- 
inghouse in  the  Union  Switch  &  Signal 
Company,  and  prior  to  that  time  edi- 
tor of  the  Railroad  Gazette.  Publica- 
tion of  this  biography  is  in  charge  of 
a  committee  of  the  A.S.M.E.,  and  an 
opportunity  is  now  being  given  to 
members  of  the  four  foundation  engi- 
neering societies  to  enter  subscriptions, 
which  vary  in  amount  according  to 
the  kind  of  binding  desired. 

The  present  edition  of  the  biography 
of  Mr.  Westinghouse  is  a  limited  one. 
Later  it  is  expected  that  a  popular 
edition  will  be  issued. 


Power    House    to    Be    Dismantled. — 

The  power  house  of  the  Atlantic  and 
Suburban  Railway  at  Pleasantville, 
N.  J.,  is  being  dismantled  and  the  ma- 
chinery is  being  shipped  to  a  dealer 
in  the  south. 

Wants      Franchise      Renewed.  —  The 

Coal  Belt  Electric  Company,  Herrin, 
111.,  has  applied  to  the  City  Council  for 
a  renewal  of  its  franchise.  The  pres- 
ent franchise  has  four  years  to  run, 
but  the  Missouri  Pacific  Railway,  which 
owns  and  operates  the  Coal  Belt  line, 
wishes  to  know  definitely  if  a  renewal 
of  the  franchise  at  this  time  can  be 
expected.  The  city  is  asking  that  the 
company  straighten  its  line  and  run 
out  South  Park  Avenue  to  the  city  limits 
on  the  south  and  to  pave  its  right-of- 
way  as  conditions  to  a  renewal  of  the 
franchise. 

Right    to     Operate     Restored.  —  The 

Bridgeport  and  Waterbury  auto  serv- 
ice has  been  restored  by  an  order  is- 
sued from  the  office  of  the  Public  Utili- 
ties Commission,  which  has  issued  a 
certificate  of  convenience  to  the  Bridge- 
port &  Waterbury  Passenger  Service, 
Inc.,  formerly  the  Bridgeport  &  Water- 
bury Taxi  Service.  The  company  has  re- 
sumed its  jitney  service  between  Bridge- 
port and  Waterbury,  but  on  a  revised 
running  schedule,  extending  it  to  11 
o'clock  at  night.  The  office  of  the 
company  has  been  moved  from  Water 
Street  to  54  Golden  Hill  Street,  Bridge- 
port. 

"It's  Up  to  Each  Employee." — Mayor 
Charles  H.  Ellis,  of  Camden,  recently 
delivered  an  address  on  "Relations 
Between  Railway  Employees  and  Offi- 
cials" before  the  employees  of  the 
Public  Service  Railway  of  Camden.  The 
city  executive  related  how  he  could  not 
take  sides  in  the  questions  of  railway 
business  before  the  public.  He  pointed 
out  how  the  entire  company  was  often 
condemned  for  the  actions  of  one  con- 
ductor or  motorman  and  said  that  it 
was  up  to  each  employee  to  aid  the 
company.  Martin  Schreiber,  general 
manager  of  the  Southern  Division, 
spoke  on  the  organization  of  an  athletic 
association  among  the  trolleymen. 


November  5,  1921 


Electric    Railway    Journal 


841 


$1,370,585  Gain  in  Income 

Remarkable   Record   Made   by    Eastern 

Massachusetts  for  Nine  Months — 

Operating  Ratio  Down 

The  Eastern  Massachusetts  Street 
Railway,  Boston,  Mass.,  in  the  quarter 
ended  Sept.  30,  increased  its  income 
by  $242,127  in  the  face  of  a  reduction 
in  gross  receipts  of  $665,360.  "For  the 
nine  months  ended  with  September  the 
increase  in  income  available  for  bond 
interest  and  rentals  was  $1,405,977  des- 
pite a  decline  in  receipts  of  $1,707,451, 
as  compared  with  the  corresponding 
period  of  1920. 

The  ratio  of  operating  expenses  and 
taxes  to  total  revenues  has  been  cut 
down  from  95.5  per  cent  in  the  first 
nine  months  of  1920  to  78.2  per  cent 
for  the  same  period  this  year. 

Detailed  statements  for  the  quarter 
and  nine  months  ended  Sept.  30,  com- 
pared with  the  corresponding  periods  of 
the  previous  year,  follow: 


Three  months  ended  Sept.30:  1 92 1 
Operating  revenue  and  in- 
come   $2,952,940 

Operating  expenses  and  taxes  2,258,963 

Gross  iDcorae $693,976 

Bond  interest  and  rentals.  .  .  399, 1 36 

Net  income $294,840 

Nine  months  ended  Sept.30: 

Operating  revenue    and   in- 
come   $8,590,798 

Operating  expenses  and  taxes  6,721,576 

Gross  income $1,869,221 

Bond  interest  and  rentals. .  .  1,199,762 

Net  Income $669,459 

♦Deficit. 


1920 

$3,618,300 
3,166,450 

$451,850 
392,319 

$59,530 


$10,298,249 
9,835,005 

$463,244 
1,164,370 

*$701,126 


be  reflected   in  future  earnings   state- 
ments. 

It  will  be  a  regular  policy  of  the 
company  henceforth  to  issue  quarterly 
earnings  statements.  Any  additional 
curtailment  of  operating  expenses 
which  may  be  effected  in  the  future  will 
be  immediately  passed  on  to  the  public 
in  the  shape  of  lower  fares  or  better 
service. 

Shore  Line  Doing  Better 

Another  profitable  month  of  opera- 
tion of  the  Shore  Line  Electric  Rail- 
way, Norwich,  Conn.,  is  shovsm  under 
the  management  of  Receiver  Robert 
W.  Perkins,  who  has  just  filed  his 
account  witli  the  Superior  Court.  The 
profit  for  the  month  of  September  was 
$3,660.  For  1921  the  road  has  shown 
deficits  the  first  six  months,  but  a 
profit  in  operation  for  July,  August 
and  September.  The  deficits  have  been 
$3,749  in  January,  $61,112  in  February, 
$3,264  in  March,  $2,296  in  April,  $1,411 
in  May,  $1,027  in  June.  The  profits 
have  been  $7,439  in  July,  $7,441  in 
August,  and  $3,660  in  September.  The 
report  shows  the  receipts  from  pas- 
sengers during  September  were  $23,- 
227.  The  payroll  for  the  month  was 
$12,340.  Power  purchased  cost  $6,- 
248,  and  various  other  items  brought 
the  total  expenses  up  to  $26,924,  while 
the  total  income  was  $51,849.  The  re- 
ceiver had  a  cash  balance  on  hand 
Sept.  1  of  $80,665.  His  cash  balance 
on   Oct.   1   was   $105,590. 


While  gross  revenues  still  show  a 
material  contraction  as  compared  with 
the  corresponding  period  a  year  ago, 
this  is  more  than  offset  by  the  firm 
grasp  which  the  trustees  have  secured 
on  operating  expenses.  This  program 
of  economy  is  strikingly  reflected  in 
the  statement  of  earnings  for  the  nine 
months  ended  with  September,  when  a 
decline  of  $1,708,000  in  revenues  was 
neutralized  by  a  cut  of  $3,100,000  in 
expenses. 

The  impression  is  not  altogether  cor- 
rect that  prevails  in  some  circles  that 
the  company's  shrinkage  in  costs  of 
operation  has  been  brought  about  en- 
tirely by  the  use  of  one-man  cars  and 
the  reduction  in  wages  of  the  blue- 
uniformed  force.  The  officials  have 
combed  the  shop  forces  thoroughly  and 
it  has  been  found  that  a  substantial 
saving  in  the  number  of  employees 
could  be  accomplished  without  measur- 
ably lessening  the  amount  of  work 
turned  out.  The  cut  in  office  expenses 
is  exemplified  by  the  fact  that  the 
Boston  force  now  consists  of  about 
fifty  as  contrasted  with  the  maximum 
number  of  245,  and,  in  addition,  a  less 
expensive  suite  of  offices  is  occupied 
than  was  formerly  maintained  under 
the  old  regime. 

Early  in  October  the  company  opened 
its  new  power  plant  at  Quincy  Point, 
which  wall  bum  oil  for  fuel,  thus  result- 
ing in  a  material  saving.  This  plant 
takes  care  of  the  entire  power  require- 
ments of  the  road  south  of  Boston,  and 
the   economies   effected   thereby   should 


International  $248,033  Behind 

H.  G.  Tulley,  president  of  the  In- 
ternational Railway,  Buflfalo^  N.  Y., 
has  submitted  to  the  board  of  directors 
the  January-September  statement  of 
earnings  "in  order  to  supply  the  in- 
formation necessary  to  overcome  the 
thought  expressed  by  the  Buffalo  City 
government  that  the  earnings  of  the 
company  justified  the  consideration  of 
a  lower  rate  of  fare." 

For  the  nine  months  ended  Sept.  30, 
1921,  the  company  shows  a  deficit  of 
$248,033  against  a  net  income  of  $185,- 
147  for  the  same  period  of  last  year. 
The  gross  earnings,  which  were  $7,- 
909,003,  were  insufficient  by  $1,110,565 
to  provide  for  maintenance,  deprecia- 
tion, etc.  In  this  period  there  was  a 
decrease  in  passenger  travel  of  17,- 
589,363.  Over  the  entire  system  161,- 
244,303  passengers  were  carried  for  the 
nine  months  of  1921  against  178,833,- 
666  passengers  in  1920. 

In  his  statement  Mr.  Tulley  refers 
to  the  expenditure  of  $2,000,000  in 
betterment  and  improvement  this  year. 
From  January  to  September,  1920,  the 
wages  amounted  to  $3,832,037,  against 
$4,072,926  for  the  same  period  this 
year,  despite  the  fact  that  two  reduc- 
tions have  been  put  into  effect  so  far 
this  year,  one  in  May  and  the  other 
in  August.  These  two  reductions  repre- 
sented an  operating  economy  of  approxi- 
mately  $458,000   annually. 

In  answer  to  the  plea  of  the  city  of 
Bufl'alo  to  reduce  the  fare  Mr.'  Tulley 
maintains  that  this  step  is  out  of  the 
question.  The  present  rate  is  7  cents 
or  four  tickets  for  25  cents. 


Part  of  Road  Sold 

New  Haven-Saybrook  Branch  of  Shore 

Line   May   Resume   Service   Under 

New   Control 

Indications  are  that  the  portion  of 
the  old  Shore  Line  Electric  Railway 
between  Flanders  and  New  Haven, 
Conn.,  will  not  be  junked  after  all,  for 
in  the  Superior  Court  for  New  London 
County  on  Oct.  29  Robert  W.  Perkins, 
receiver  of  the  Shore  Line,  was  author- 
ized to  sell  the  property  to  the  Finance 
&  Reorganization  Company,  New  York. 

According  to  the  papers  filed  with 
the  clerk  of  the  court,  $20,000  in  cash 
is  to  be  paid  to  the  Shore  Line  receiver 
as  soon  as  the  contract  is  sigfned; 
$205,000  in  cash  within  forty-five  days 
thereafter,  and  $175,000  in  first  mort- 
gage bonds  of  the  Shore  Line  Traction 
Company  of  an  issue  not  to  exceed 
$1,000,000.  The  Finance  &  Reorganiza- 
tion Company  agrees  to  buy  the  bonds 
from  the  receiver  for  $50,000  cash  in 
a  year. 

The  seller  agrees  to  transfer  the 
franchise  and  other  rights  west  of  the 
Connecticut  River  to  any  corporation 
to  be  named  by  the  Finance  &  Reor- 
ganization Company  which  is  author- 
ized by  law  to  receive  these  franchises 
and  to  operate  a  railway  thereunder. 

Eight  passenger  cars,  two  motor 
freight  cars  and  six  flat  cars  are  in- 
cluded in  the  sale  aside  from  the  track- 
age, etc.,  which  comprises  the  main 
line  of  railway  with  turnouts  and  sid- 
ings from  State  and  Ferry  Streets, 
New  Haven,  to  Old  Saybrook  and 
thence  to  Chester  Cove;  from  Guilford 
Green  to  the  end  of  the  Stony  Creek 
line  in  Branford,  and  from  Ferry  Road 
in  Old  Saybrook  to  Flanders  Corner  at 
the  junction  of  the  line  between  New 
London  and  Niantic  in  East  Lyme. 

This  is  the  section  of  the  former 
Shore  Line  Railway  west  of  the  Con- 
necticut River  for  which  Receiver 
Perkins  once  before,  about  July,  1920, 
negotiated  a  sale  to  Louis  I.  Levinson, 
Newburgh,  N.  Y.,  who  paid  $17,000 
cash  and  then  defaulted  on  the  purchase 
after  he  had  taken  up  and  removed 
some  of  the  trackage  between  Deep 
River  and  Chester  and  between  Guil- 
ford and  Stony  Creek.  Mr.  Levinson 
gave  a  bond  for  $50,000  for  the  fulfill- 
ment of  the  contract,  but  under  this 
most  recent  action  the  release  of  this 
bond  is  part  of  the  agreement. 


I.  T.  S.  Subsidiaries  Plan 
Financing 

Five  subsidiary  companies  of  the 
Illinois  Traction  System,  Peoria.  111., 
have  filed  application  with  the  Illinois 
Commerce  Commission  for  permission 
to  issue  additional  stocks  and  bonds. 
These  are: 

Bloomington  &  Normal  Railway  & 
Light  Company  $69,000  of  first  general 
mortgage  bonds,  $65,000  of  bond- 
secured  gold  notes  and  $73,000  of  pre- 
ferred   stock. 

Danville  Street  Railway  $84,000  of 
refunding  gold  bonds. 

Urbana-Champaign  Railway,  Gas  & 
Electric  Company  $442,000  of  consoli- 
dated  and   refunding  mortgage   bonds. 

Madison  County  Light  &  Power  Com- 
pany $69,0000  of  first  mortgage  bonds 
and  $67,000  of  bond-secured  gold  notes. 

Galesburg  Railway,  Light  &  Power 
Company  $400,000  of  consolidated  and 
refunding  mortgage  bonds  and  $300,000 
bond-secured  gold  notes. 


84Z 


Electbic    Railway    Jouenal 


Vol.  58,  No.  19 


Eastern  Pennsylvania  Stock- 
holders Organize 

A  committee  of  stockholders  of  the 
Eastern  Pennsylvania  Railways,  Potts- 
ville,  Pa.,  in  a  letter  to  stockholders 
asks  the  deposit  of  sufficient  stock  to 
authorize  that  body  to  attempt  a  finan- 
cial reorganization  of  the  company. 
The  letter  states  the  company  will  need 
funds  in  the  future  for  improvements 
and  extensions  and  that  the  financial 
structure  is  such  that  the  securities 
could  not  be  sold  at  a  reasonable  price 
to  obtain  these  funds. 

Outstanding  obligations  in  the  hands 
of  the  public  are  as  follows: 

Underlying   bonds    J434,000 

First  mortgaire  bonds   4,446.500 

Notes  payable   (partly  secured  by 

bonds)     158,230 

Preferred    stock    946,820 

Common   stock    3,917,350 

Earnings  for  the  twelve  months  ended 
Aug.  31,  1921,  are  as  follows: 

Gross    $2,174,083 

Net    after    rentals,    taxes    and 

depreciation    $542,472 

Deductions : 

Interest  on  prior  liens.    $26,350 

Interest  on   bonds  and 

floating   debt    231,377 

Amortization     of     debt 

disc.   &  exp 13,783       $271,510 

Balance    $270,962 

No  dividends  have  been  paid  on  the 
preferred  stock  since  1907,  and  no  divi- 
dends have  ever  been  paid  on  the  com- 
mon. 

The  letter  also  states  that  only  $826,- 
000  face  amount  of  bonds  are  in  the 
company's  treasury  and  that  some  of 
these  are  now  deposited  as  collateral. 
It  further  says  that  on  account  of  gen- 
eral conditions  and  the  large  issue  of 
bonds  in  proportion  to  past  earnings, 
the  price  obtainable  is  and  has  been 
very  low  and  that  even  if  a  fair  price 
would  be  obtained  there  are  not  suffi- 
cient bonds  available  for  a  power  in- 
stallation which  certainly  will  be 
required  in  the  near  future. 

A  committee  representing  the  bond- 
holders was  formed  in  1919  to  look 
after  the  interests  of  holders  of  first 
mortgage  5  per  cent  gold  bonds,  and, 
although  it  is  still  in  existence,  no 
definite  action  has  yet  been  taken.  It 
is  proposed  to  reorganize  the  company 
by  a  joint  action  of  bondholders  and 
stockholders. 


$3,330,000  of  City  Street  Railway 
Bonds  Sold 

A  syndicate  composed  of  Kuhn, 
Loeb  &  Company,  Hallgarten  &  Com- 
pany, and  Kidder,  Peabody  &  Com- 
pany, New  York,  recently  submitted  the 
highest  bid,  100.27,  for  $9,563,000  mu- 
nicipal 5  per  cent,  5J  per  cent  and  54 
per  cent  bonds  of  the  city  of  Detroit. 
The  second  best  bid  was  100.177,  sub- 
mitted by  Harris,  Forbes  &  Company 
and  Lee,  Higginson  &  Company.  The 
National  City  syndicate  bid  100.052 
and  the  Guaranty  Company  and  asso- 
ciates bid  par  and  a  cover  fee  of  $8,000. 

The  bonds  were  divided  as  follows: 
$5,201,000  of  5J  per  cent  bonds  for  gen- 
eral municipal  improvements,  due  1922 
to  1951;  $1,062,000  of  5  per  cent  bonds 
for  general  improvements,  due  1922  to 
1950,  and  $3,300,000  of  5i  per  cent 
street  railway  bonds,  due  in  1940,  1942 
and  1943. 

The  high  bid  was  accepted  and  the 
bonds  were  offered  for  public  subscrip- 
tion during  the  week  ended  Oct.  22. 


Toronto  Purchase  Arbitration 
Dragging 

The  arbitration  hearings  have  been 
resumed  under  which  the  price  will  be 
fixed  that  the  city  of  Toronto  is  to  pay 
for  the  property  of  the  Toronto  Rail- 
way. At  the  sessions  during  the  week 
ended  Oct.  29  Fred  Hubbard,  assistant 
to  R.  J.  Fleming,  former  general  man- 
ager of  the  Toronto  Railway,  was  on 
the  stand.  He  merely  gave  a  general 
outline  of  the  company's  activities 
without  any  detailed  technical  infor- 
mation. The  hope  originally  was  that 
the  negotiations  could  be  concluded  by 
Jan.  1  so  as  to  permit  the  liquidation 
of  the  Toronto  Railway  early  in  the 
new  year,  but  unless  the  arbitration  is 
speeded  up  the  prospects  are  not  bright 
that  all  the  evidence  will  be  in  much 
before  that  time. 


Financial 
News  Notes 


Stock  Dividend  Declared  at  Detroit. — 

The  Detroit  (Mich.)  United  Railway 
has  declared  a  stock  dividend  of  2J  per 
cent  in  lieu  of  the  regular  cash  payment 
which  would  ordinarily  be  declared. 

$4,000,000  Bond  Issue  Offered. — 
Drexel  &  Company,  Philadelphia,  Pa., 
recently  offered  $4,000,000  of  Georgia 
Railway  &  Power  Company  twenty- 
year  7  per  cent  general  mortgage  gold 
bonds  to  be  dated  Nov.  1,  1921,  at  97 
and  interest  yielding  more  than  7i. 

Mr.  Schupp  Made  Permanent  Re- 
ceiver.— Otto  Schupp,  temporary  re- 
ceiver of  the  Saginaw-Bay  City  Rail- 
way, Saginaw,  Mich.,  has  been  made 
permanent  receiver  of  the  company. 
The  creditors  of  the  company  will 
meet  on  Nov.  25  to  consider  the  form 
of  inquiry  into  the  company's  affairs. 

Petition  in  Bankruptcy  Filed. — The 
Liberty  Transit  Company,  which  oper- 
ated in  Riverside,  N.  J.,  has  filed  a 
petition  in  bankruptcy  in  the  United 
States  District  Court  at  Trenton  in 
which  it  gives  liabilities  of  $14,421,  and 
assets  of  $11,125.  The  court  has  re- 
ferred the  petition  for  a  hearing  at 
Trenton  before  Samuel  D.  Oliphant, 
referee  in  bankruptcy. 

One-Man  Cars  Purchased  with  Notes. 
• — The  Department  of  Public  Utilities 
of  Massachusetts  has  approved  the 
petition  of  Massachusetts  Northeast- 
ern Street  Railway,  Haverhill,  Mass., 
that  it  be  allowed  to  issue  $30,000  of 
7  per  cent  notes  maturing  serially  until 
October,  1924,  the  issue  to  be  given  with 
$10,000  in  cash  in  payment  for  six  new 
one-man  cars. 

Railway  Guarantees  Power  Bonds. — 
Shareholders  of  the  Winnipeg  (Man.) 
Electric  Railway  have  ratified  by-laws 
making  possible  the  guaranteeing  of 
bonds  for  the  new  Manitoba  Power 
Company,  controlled  by  the  railway. 
AiTangements  were  also  made  for  a 
contract  under  which  the  railway  will 
take  power  from  the  power  company. 
The  development  possible  under  the 
new  plan  is  168,000  hp. 

Application  to  Foreclose  Planned. — 
Application  to  foreclose  mortgages  of 
the  Syracuse  &  Suburban  Electric  Rail- 
way, Syracuse,  N.  Y.,  amounting  to 
$550,000"  will  be  made  in  special  term 


of  the  Supreme  Court  by  the  Fidelity 
Trust  Company,  Philadelphia,  and  it  is 
expected  an  order  directing  the  sale  of 
the  property  within  the  next  two 
months  will  be  granted.  The  proceed- 
ing is  a  step  in  the  pre-arranged  plans 
for  the  reorganization  of  the  company 
and  the  property  is  to  be  bid  in  by  the 
bondholders. 

Wants  to  Abandon  Line. — The  Caro- 
lina Power  &  Light  Company,  Raleigh, 
N.  C,  has  sought  permission  from  the 
City  Commissioners  to  abandon  its  line 
on  Cabarrus  and  Bloodworth  Streets. 
The  line,  known  as  the  Smithfield 
Street  line,  runs  a  distance  of  eight 
blocks.  Permission  for  abandonment  is 
sought  as  a  result  of  decreased  patron- 
age and  also  because  of  paving  ex- 
penses which  must  be  met  by  the 
company  in  view  of  the  recent  an- 
nouncement that  Bloodworth  was  to  be 
paved  and  made  a  state  highway. 

Court  Suggests  Hearing  on  Suspen- 
sion.— Judge  Evan  Evans  of  the  federal 
district  court  acted  on  Oct.  28  to  stop 
the  operation  of  all  Fox  River  valley 
interurban  lines  and  the  Auroira  and 
Elgin  city  lines  of  the  Aurora,  Elgin 
&  Chicago  Railroad,  which  is  now  in 
the  hands  of  a  receiver.  Judge  Evans 
directed  that  the  Illinois  Commerce 
Commission  and  all  persons  interested 
in  the  street  and  interurban  lines,  in- 
cluding officials  of  municipalities  where 
they  are  operated,  should  appear  be- 
fore him  Nov.  21  to  show  why  opera- 
tions of  the  lines  should  not  be  dis- 
continued. The  third-rail  lines  of  the 
Aurora,  Elgin  &  Chicago  system,  which 
connect  Chicago  and  Fox  River  valley 
cities,  are  not  affected  by  the  order. 

Receivership  Case  Postponed  Again. 
— Federal  Judge  Julius  M.  Mayer  has 
granted  a  further  adjournment  until 
Dec.  20  on  the  order  to  show  cause 
why  a  receiver  should  not  be  appointed 
for  the  Interborough  Rapid  Transit 
Company,  New  York,  N.  Y.  Judge 
Mayer  in  commenting  on  the  situation 
declared  it  would  be  a  novel  thing  for 
a  court  of  equity  to  proceed  in  a  re- 
ceivership action  when  only  two-tenths 
of  1  per  cent  of  the  creditors  demanded 
it.  J.  L.  Quackenbush,  counsel  for  the 
railway,  told  the  court  that  of  the 
$38,144,400  of  notes  owed  on  Sept.  1 
of  this  year,  92.9  per  cent  had  been 
deposited  for  extension  by  the  holders. 
He  declared  that  at  the  present  there 
are  $2,710,900  in  notes  outstanding. 

Court  May  Modify  Its  Finding. — 
Objection  to  the  final  entry  and  decree 
drawn  in  the  settlement  of  the  litiga- 
tion over  the  Cincinnati  &  Dayton 
Traction  Company  was  made  by  a  group 
of  Cincinnati,  Hamilton  &  Dayton 
attorneys,  who  recently  appeared  be- 
fore the  Court  of  Appeals  at  Cincin- 
nati, Ohio.  A  decision  defending  the 
rights  of  mortgagees  and  the  bond- 
holders was  handed  dovm  by  the  court 
some  months  ago,  together  with  an 
order  for  the  appointment  of  a  master 
commissioner  to  determine  the  interest 
in  the  power  plant,  stock  and  earnings, 
and  an  entry  upon  this  was  prepared 
by  the  court,  but  was  objected  to  on 
various  grounds.  The  hearing  at 
which  the  lawyers  from  the  three  cities 
were  present  was  upon  these  objec- 
tions and  the  points  involved  and  at 
the  conclusion  the  court  decided  to  re- 
draft its  entry  in  conformity  with  some 
of  the  suggestions  agreed  upon.  It  was 
practically  decided  at  the  session  that 
Attorney  Froome  Morris,  Cincinnati, 
will  be  appointed  the  master  commis- 
sioner in  the  case. 


November  5,  1921 


Electric    Eailway    Journal 


843 


City's  Case  Disproved 

Messrs.    Sullivan,    Fleming    and    Duck 
Show  Fallacies  of  City's  Men  Seek- 
ing  Lower  Fare  in  Chicago 

Attorneys  for  the  Chicago  Surface 
Lines  began  on  Oct.  25  to  present  their 
defense  of  the  8-cent  fare  before  the 
Illinois  Commerce  Commission.  The 
city  had  closed  its  case  several  days 
previously.  It  was  expected  that  all 
evidence  would  be  in  by  Nov.  5  and  a 
prompt  decision  is  looked  for. 

The  city's  case,  as  previously  an- 
nounced in  the  Electric  Railway 
Journal,  was  based  on  alleged  econo- 
mies suggested  by  engineers  for  the 
city.  Among,  these  suggestions  were 
a  proposed  operating  cost  of  $2.40  per 
car  hour  and  a  speeding  up  of  cars 
through  the  congested  district. 

These  claims  were  largely  offset  by 
the  testimony  of  J.  V.  Sullivan,  assist- 
ant to  the  president  of  the  surface  lines, 
who  presented  an  exhibit  for  several 
companies  showing  expenses  per  car 
hour,  including  taxes  and  depreciation. 
The  figures  were  for  the  last  fiscal  year. 
They  follow: 

Chicago   (surface)    $3.16 

New    York  Railways    4.05 

St.  Louis 3.42 

Kansas    City    3.84 

Milwaukee    3.43 

Philadelphia    3.27 

Boston     5.80 

Detroit    3.78 

Third  Ave.    (N.  Y.)    3.56 

Twin  City 3.69 

Buffalo     3.84 

San  Francisco   (Municipal)    3.45 

It   had   been   stated   by   one   of   the 

city's  witnesses  that  he  understood  the 
cost  on  the  municipal  system  of  San 
Francisco  to  be  $1.98.  Another  exhibit 
of  Mr.  Sullivan's  showed  the  running 
time  in  Chicago,  exclusive  of  layover 
time,  to  be  10.64  m.p.h.  This  time  was 
faster  than  that  of  any  one  of  the 
thirteen  other   systems   mentioned. 

Harvey  B.  Fleming,  chief  engineer 
for  the  companies,  also  introduced 
many  exhibits  to  show  that  the  plans 
offered  by  the  city's  witnesses  were  not 
practicable.  He  testified  about  the 
proportion  of  other  vehicles  using  the 
tracks  of  the  company  and  showed  that 
cars  travel  almost  twice  as  fast  when 
using  tunnels  as  when  operated  over 
bridges.  Engineer  Jackson  for  the  city 
had  proposed  abandoning  the  three 
tunnels  and  two  bridges  which  now 
carry  one-fourth  of  the  traffic  out  of 
the  loop  district. 

John  J.  Duck,  company  auditor,  pre- 
sented numerous  statements  which 
showed  the  burdens  carried  by  the 
companies,  these  having  been  left  out 
of  the  city's  calculations  for  low  oper- 
ating cost.  There  was  considerable  dis- 
cussion about  the  disposition  of  the 
renewal  fund  of  the  companies.  The 
commissioners  appeared  to  have  in 
mind  that  this  should  not  be  kept  for 
future  depreciation.  It  was  shown  that 
the  companies  had  spent  about  $750,- 
000  recently  for  new  cars.  This  pur- 
chase was  financed  with  capital  taken 
from  the  renewal  fund  by  order  of  the 
previous  commission.  The  commission 
agreed  to  consider  a  plan  for  re-rout- 
ing submitted  by  John  A.  Beeler  for  the 


companies  last  February.  It  was 
claimed  that  this  would  allow  11  per 
cent  more  track  capacity  in  the  con- 
gested  district. 


Mayor  Extends  Relief — Tempo- 
rary Jitney  Service  Approved 

Mayor  Peters  of  Boston  on  Nov.  1 
signed  the  license  which  had  received 
favorable  consideration  from  the  Bos- 
ton City  Council,  granting  the  Norfolk 
&  Bristol  Bus  Company  a  right  to 
operate  jitneys  in  Hyde  Park.  This 
will  insure  a  15-cent  fare  from  Hyde 
Park  to  Boston,  as  against  the  present 
20  cents,  the  jitneys  operating  over  the 
territory  otherwise  served  by  the  East- 
ern Massachusetts  Street  Railway.  In 
connection  with  his  approval  of  the 
license  the  mayor  said: 

Before  finally  determining  my  approval 
of  the  jitney  license  for  the  Hyde  Park  dis- 
trict I  conferred  with  the  trustees  of  the 
Boston  Elevated  and  the  Eastern  Mas- 
sachusetts Street  Railway  Company  and 
found  that  they  were  unwilling  to  make 
any  compromise  which  would  meet  the  per- 
plexed situation. 

I  feel  that  the  people  of  Hyde  Park 
should  have  this  relief,  temporary  as  it 
may  be,  until  some  time  in  the  future  when 
these  street  railway  companies  may  come 
to  an  agreement. 

I  therefore  approve  the  license  granted 
the  Norfolk  &  Bristol  Bus  Company,  with 
the  understanding  that  when  an  arrange- 
ment can  be  made  between  the  Boston 
Elevated  and  the  Eastern  Massachusetts 
Street  Railway  Companies  to  give  the  Hyde 
Park  district  service  at  a  satisfactory  rate 
I  will  recommend  to  the  City  Council  that 
the   jitney   license  be   immediately   revoked. 


Railway  Withdraws  Request 
for  Ten-Cent  Fare 

Judge  James  E.  Goodrich,  chief  coun- 
sel for  the  Kansas  City  (Mo.)  Rail- 
ways recently  withdrew  at  Jefferson 
City  the  petition  of  the  company  to 
advance  the  fare  to  10  cents.  The  mat- 
ter has  been  pending  for  more  than 
a  year. 

The  city  ordinance  prohibiting  jit- 
neys from  using  streets  on  which  street 
car  tracks  are  located,  together  with 
the  general  good  will  of  the  public, 
enabled  the  receivers  to  withdraw  the 
application  for  the  rate  hike,  accord- 
ing to  Francis  M.  Wilson,  one  of  the 
receivers. 

When  the  receivers  took  charge  of 
the  property  about  a  year  ago  they 
found  that  testimony  already  had  been 
presented  to  the  commission  on  an  ap- 
plication to   increase  the  rates. 

The  request  for  an  increase  had  been 
argued  and  submitted  for  a  final  de- 
cision. But  the  receivers,  unfamiliar 
with  the  conditions  of  the  company 
and  of  its  necessities,  asked  the  com- 
mission to  defer  rendering  its  decision 
until  they  could  determine  the  actual 
condition   of   the   company. 

Despite  the  fact  that  the  application 
for  an  increased  fare  has  been  with- 
drawn, receivers  for  the  company  say 
the  present  rate  is  inadequate  to  pay 
operating  expenses  and  a  return  on  the 
fixed   indebtedness  of  the  company. 

Despite  the  passage  of  the  city 
ordinance  regulating  the  jitney  traf- 
fic, about  150  jitneys  are  still  operat- 
ing. 


Master  Appointed  in  Jersey 

Special  Statutory  Court  Selects  Judge 

Haight  to  Hear  Fare  Case 

Testimony 

Associate  Justice  Pitney  of  the 
United  States  Supreme  Court  refused 
on  Oct.  26  to  issue  a  stay  against  the 
8-cent  fare  recently  granted  to  the  Pub- 
lic Service  Railway  for  its  lines  in  New 
Jersey.  Justice  Pitney,  however,  did 
not  throw  out  the  petition,  but  merely 
declined  as  an  individual  member  of  the 
court  to  assume  the  responsibility  for 
issuing  an  order.     He  said: 

I  prefer  that  a  matter  of  this  gravity 
should  be  pas.<ied  on  by  the  entire  court. 
I  do  not  think  it  should  be  acted  on  by  an 
individual  justice. 

Justice  Pitney  suggested,  and  counsel 
agreed,  that  the  petition  for  the  stay 
be  addressed  to  the  full  bench  and  that 
the  necessary  motion  be  made  before 
the  court  on  motion  day,  Nov.  7.  At- 
torney General  McCran  and  L.  Edward 
Herrmann,  counsel  for  the  state  and 
the  Public  Utilities  Commission,  re- 
spectively, said  they  would  immediately 
take  steps  to  get  their  application  be- 
fore the  full  court.  In  the  meanwhile 
and  until  the  court  acts,  the  8-cent 
fare  order  remains  in  operation. 

At  the  outset  of  the  hearing  Justice 
Pitney  informed  counsel  that  their  ap-. 
plications  for  permission  to  file  an  ap- 
peal to  the  highest  court  was  unneces- 
sary; that  appeal  lay  as  of  right  by 
reason  of  the  petition  of  appeal  al- 
lowed and  signed  at  Trenton  by  Judge 
Rellstab,  one  of  the  members  of  the 
Special  Statutory  Court  that  allowed 
the  8-cent  fare.  The  papers  could  be 
moved  from  the  court  at  Trenton  to 
Washington  for  review,  said  the  justice, 
by  the  issuance  of  a  precept. 

Mr.  McCran  for  the  state  and  Mr. 
Herrmann  for  the  commission  pivoted 
their  argument  for  the  day  on  the  con- 
tention that  the  special  statutory  Fed- 
eral Court  had  exceeded  its  jurisdiction 
in  allowing  the  8-cent  fare  and,  further, 
that  the  action  was  an  invasion  of  the 
rights  of  the  state. 

Former  Federal  Judge  Thomas  H.  G. 
Haight,  Jersey  City,  has  been  appointed 
by  Federal  Judge  John  Rellstab  as 
special  master  to  take  testimony  in  the 
application  of  the  Public  Service  Rail- 
way for  authority  to  put  into  effect  a 
10-cent  fare.  Under  the  provisions  of 
the  temporary  injunction  recently 
granted  by  special  federal  tribunal,  re- 
straining the  Board  of  Public  Utility 
Commissioners  from  interference  the 
railway  is  now  charging  an  8-cent  fare 
with  an  additional  cent  for  each  transfei 
issued.  This  is  an  increase  of  1  cent 
over  the  7-cent  fare  established  by  the 
Board  of  Public  Utility  Commissioners. 

Judge  Rellstab  in  "his  order  desig- 
nating former  Judge  Haight  as  special 
master  directs  that  he  proceed  imme- 
diately with  the  taking  of  testimony 
in  the  case  and  that  he  report  his  deter- 
mination at  the  earliest  possible  date. 
The  report  of  Judge  Haigh*-  will  be 
used  as  the  basis  for  the  establishment 
of  a  permanent  rate  of  fare  under  the 
provisions  of  a  Congressional  .statute 
authorizing  a  public  utility  to  have  re- 
course to  the  federal  courts  m  cases 
where  the  established  rate  of  fare  is 
so  low  as  to  be  considered  confiscatory. 
Judge  Haight  is  recognized  2S  one  of 
ihe  ablest  members  of  the  bar  in  New 
Jersey.  He  served  as  Unitod  'States 
District  Court  Judge  and  also  as 
United  States  Circuit  Court  Judge.  He 
was  appointed  to  both  of  thesa  posts 
bv  former  President  Wilson. 


844 


Electric    Railway    Journal 


Vol.  58,  No.  19 


Low  Fares  No  Incentive 

Baltimore    Official    Says    People    Ride 

on  the  Cars  Only  When 

They  Have  To 

"People  ride  on  the  cars  only  when 
they  have  to,  and  no  matter  how  low 
the  fare  they  cannot  be  induced  to  take 
unnecessary  rides."  This  is  the  opinion 
of  C.  D.  Emmons,  president  of  the 
United  Railways  &  Electric  Company, 
Baltimore,  Md.  It  was  expressed  by 
him  in  discussing  the  suggestion  that 
the  company  reduce  the  fare  to  5  cents 
during  the  hours  when  traffic  is  lightest. 

The  officials  of  the  company  also 
doubt  the  efficacy  of  the  suggestion  that 
a  freight  service  be  established  by  the 
company  as  a  possible  means  of  in- 
creasing revenues.  On  this  subject  Mr. 
Emmons  said: 

The  United  seriously  considered  the 
establishment  of  a  freight  and  express  ser- 
vice and  even  had  a  complete  survey  of  the 
local  situation  made  by  an  expert  from 
Boston,  but  in  his  report  he  declared  that 
a  freigrht  service  could  not  be  operated 
profitably  in  Baltimore. 

Mr.  Emmons  said  that  as  soon  as 
increased  receipts  produce  a  sum  larger 
than  the  present  surplus  over  operating 
expenses  now  allowed  the  company  his 
company  will  extend  the  present  city 
fare  zone  into  the  recently  annexed 
territory. 

Net   Earnings   Rise  Though 
Traffic  Decreases 

The  United  Railways  carried  18,976,- 
056  revenue  passengers  in  September, 
as  compared  with  21,187,535  in  Septem- 
ber, 1920,  a  decrease  of  2,211,479,  or 
10.4  per  cent.  Revenue  passengers  last 
month  were  402,911  fewer  than  they 
were  in  August,  though  the  company's 
net  earnings  showed  a  gain  in  Septem- 
ber over  August,  less  having  been  spent 
on   maintenance. 

The  suggestion  about  the  possible 
establishment  of  freight  service  by  the 
company  was  made  by  Col.  J.  L. 
Wickes,  transportation  expert  of  the 
Public  Service  Commission.  Colonel 
Wickes  said: 

This  matter  came  under  discussion  at 
the  recent  meeting  of  the  American  Elec- 
tric Railway  Association  and  was  a  subject 
of  the  paper  by  J.  Rowland  Bibbins  of 
"Washington,  D.  C.,  and  is  a  question  which 
I  believe  now  is  occupying  considerable  of 
the  attention  of  railways  and  those  inter- 
ested   in    transportation    elsewhere. 


Shreveport  Wins  Fight  for 
One-Man  Cars 

The  City  Council  of  Shreveport,  La., 
has  granted  the  Shreveport  Traction 
Company  permission  to  use  one-man 
cars  on  the  Union  Depot  line,  hvtt 
has  reserved  the  right  to  order  discon- 
tinuance of  the  one-man  cars  and  a 
return  to  the  standard  two-man  cars 
at  any  time  the  one-man  cars  may  be 
found  to  be  unsatisfactory.  The  use 
of  one-man  cars  in  Shreveport  was 
ordered  discontinued  about  a  year  ago 
by  the  city,  and  court  action  followed 
in  which  the  city  finally  won. 

Since  that  time  the  railway  has  been 
using  only  two-man  cars,  but  has  sev- 
eral times  made  application  to  the  City 
Council  for  permission  to  operate  one- 
man  cars  as  an  experiment  in  order 
that  the  patrons  might  have  an  op- 
portunity to  compare  one-man  car  ser- 
vice with  that  aflForded  by  the  regular 
two-man  cars.  Railway  officials  assert 
that_  the  improvement  in  service  made 
possible  by  the  one-man  cars  will  prove 


so  satisfactory  that  the  use  of  one- 
man  cars  on  all  lines  in  Shreveport  will 
result. 

Five-Cent  Experiment 

Connecticut  Commission  Seeks  to  Meet 

the  Public  Demand  by  Ordering 

Short  Test  in  Norwalk 

The  Public  Utilities  Commission  of 
Connecticut  has  decided  to  try  a  5-cent 
fare  in  Norwalk  for  a  ninety-day  test 
period.  The  order  of  the  commission 
IS  the  result  of  the  recent  petition  of 
the  city  of  Norwalk  for  reduced  fares. 
With  New  Britain,  Stamford,  Bridge- 
port and  Hartford  seeking  lower  fares, 
the  decision  is  of  statewide  interest. 
In  its  order  the  commission  states  that 
the  reduction  Is  an  experiment  and  that 
it  is  made  with  the  hope  that  a  reduc- 
tion in  the  rate  will  increase  the  use- 
fulness of  the  railway  to  the  public  and 
result  in  added  revenues. 

The  commission  adds: 

The    test    period    may    show  that    public 

patronage     is     insufficient     and  that     some 

other  rate,  more  than  5  cents,  is  the  eco- 
nomic rate  to  install. 

The  matter  came  before  the  commis- 
sion on  petition  and  was  heard  on  Oct. 
19.  According  to  the  ruling  of  the 
commission,  the  new  or  reduced  fare 
will  go  into  effect  on  or  before  Nov.  6. 
The  Connecticut  Company  is  directed 
to  supply  weekly  reports  as  to  the 
number  of  passengers  carried  over  the 
line  between  Norwalk  an.l  South  Nor- 
walk, over  which  territory  the  reduction 
in  fare  is  ordered.  The  revenues  and 
operating  expenses  of  this  division  are 
to  be  kept  separate  from  other  divi- 
sions. 

The  order  of  the  commission  also 
says:  'i 

It  is  apparent  from  all  of  the  evidence 
submitted  from  the  pa'^t  record  of  trans- 
portation service  in  Norwalk  that  independ- 
ent Jitney  service  between  Norwalk  and 
South  Norwalk  would  ultimately  and  in- 
evitably cancel  and  prevent  such  street  rail- 
way service,  not  only  upon  this  line  but 
upon  all  other  lines  in  the  Norwalk  di- 
vision. The  Connecticut  Company  is  to 
supply  a  reasonably  frequent  passenger  ser- 
vice over  the  points  mentioned  at  a  5-cent 
fare,  either  by  street  cars  or  automobile 
buses,   or  both. 

Trustees  Want  Action  Deferred 

President  Storrs  of  the  Connecticut 
Company  is  quoted  as  declining  to  com- 
ment on  the  decision.  Morgan  G. 
Brainard,  Hartford,  one  of  the  federal 
trustees  of  the  company,  said  that  the 
decision  was  contrary  to  the  wishes  of 
the  trustees,  who  felt  that  any  change 
in  fares  should  be  statewide  in  scope. 

The  Public  Utilities  Commission  has 
received  from  the  trustees  of  the  Con- 
necticut Company  a  statement  setting 
forth  their  attitude  in  fare  reduction 
in  reply  to  the  commission's  query  for 
a  statement  of  that  position.  In  their 
statement,  it  is  understood,  the  trustees 
concede  that  the  time  is  soon  approach- 
ing when  fares  must  be  reduced,  but 
they  are  firmly  of  the  belief  and  opinion 
that  fares  cannot  be  reduced  until  next 
spring.  Operation  on  the  trolley  lines 
of  the  State  in  winter  is  more  expensive 
than  in  summer  and  the  traffic  is 
lighter,  so  that  the  trustees  feel  and 
believe  the  financial  conditions  do  not 
warrant  any  general  reduction  of  fares 
at  this  time.  It  is  the  intention  of  the 
trustees,  it  is  understood,  that  the  fare 
situation  will  be  taken  in  hand  anew 
next  spring  and  the  reduction  question 
settled  in  accordance  with  conditions 
prevailing  at  that  time. 


Low  Fare  Cars  Withdrawn 

Sanctioning  of  Jitney  Prompts   Boston 

Elevated    to    Withdraw 

Five-Cent  Line 

Another  critical  stage  has  developed 
in  the  competition  between  the  jitney 
and  the  electric  railway  in  Massachu- 
setts. This  time  the  Boston  Elevated 
Railway  and  the  city  of  Maiden  are 
affected.  Incidently  the  Boston  Ele- 
vated has  declared  a  policy  in  cases 
where  competition  between  the  two 
services  takes  on  the  form  it  has  as- 
sumed   in   Maiden. 

Effective  on  Nov.  12  the  Boston  Ele- 
vated will  withdraw  its  surface  car 
service  from  a  section  in  Maiden  which 
is  being  served  by  jitneys.  There  has 
been  competition  on  that  particular 
line  for  some  time,  but  the  railway  has 
consented  to  operate  side  by  side  with 
the  jitney  because  the  jitney  was  in  a 
sense  an  outlaw,  tolerated  but  not  of- 
ficially sanctioned  by  the  city.  Then 
on  account  of  many  complaints  against 
the  iitney  the  city  government  passed 
a  jitney  ordinance.  Mayor  Kimball 
signed  the  ordinance  despite  the  warn- 
ing from  the  railway  and  accepted  a 
bond  from  the  owner  of  the  jitney  line. 

Maiden  was  the  first  city  in  which 
the  Boston  Elevated  Railway  decided 
to  try  the  5-cent  fare  experiment  for 
purely  local  rides.  The  company  found 
it  a  success.  The  number  of  passengers 
increased  about  75  per  cent  under  the 
5-cent  fare,  but  on  the  line  in 
question  the  jitney  is  taking  away  half 
the  traffic  from  the  elevated,  and  as 
soon  as  the  jitney  became  officially 
recognized  by  the  city  through  the  pass- 
ing of  an  ordinance  and  acceptance  of 
a  bond,  the  trustees  of  the  Boston  Ele- 
vated declared  their  policy  applicable 
to  Maiden  and  will  withdraw  the  trol- 
ley service  from  ttie  line  between  Mai- 
den Square  and  Maplewood. 


Commission  Asked  to  Reconsider 
Bus  Ruling 

Nov.  1  was  set  as  the  rehearing  date 
for  the  case  of  the  Aurora,  Elgin  & 
Chicago  Railroad,  Aurora,  111.,  against 
tlje  Smith  Bus  Line.  The  Illinois  Com- 
merce Commission  recently  authorized 
this  bus  company  to  provide  a  twenty- 
two  mile  service,  which  decision  was 
opposed  by  the  railway.  The  case  was 
reviewed  in  the  Electric  Railway 
Journal,  issiie  of  Oct.  22. 

The  Smith  Bus  Line  started  in  op- 
eration between  Aurora  and  Batavia 
on  a  State  Aid  road  alongside  the 
tracks  of  the  receiver  using  a  street 
corner  opposite  the  Aurora  Terminal 
of  the  Aurora,  Elgin  &  Chicago  Rail- 
way for  its  Aurora  terminus.  At 
Batavia  the  line  opened  a  waiting 
station  about  three  blocks  from  the  car 
line  on  the   opposite  site  of  the  river. 

It  is  claimed  that  the  only  territory 
served  by  the  bus  line,  not  served  by 
the  railroad  would  be  the  three  blocks 
along  Wilson  Street  and  at  thp  hearing 
testimony  was  offered  that  there  was 
a  demand  for  such  service  and  a  wit- 
ness testified  that  such  a  request  had 
been  made  but  that  it  had  been  refused. 
It  is  said  that  the  company  contends 
that  no  council  request  was  made  for 
an  extension  of  tracks  in  Batavia. 

If  the  order  is  not  set  aside  the  case 
will  be  taken  to  the  courts.  The  or- 
der provides  that  consents  of  munici- 
palities must  be  obtained  as  sot  forth 
in  Commission  General  Order  No.  68. 
These  consents  have  not  been  obtained. 


November  5,  1921 


Electric  Railway  Journal 


845 


Court  Refuses  Injunction 

Judge  Orien  S.  Cross  in  the  Ottawa 
Circuit  Court  recently  declined  to  grant 
an  injunction  sought  by  the  city  of 
Holland  to  prevent  the  3  cent  a  mile 
increase  in  the  rates  of  the  Michigan 
Railroad  between  Holland  and  Maca- 
tawa.  The  city  contended  that  the  new 
rates  were  contrary  to  the  franchise 
agreement. 

Judge  Cross  ruled  that  the  court  had 
no  jurisdiction  in  the  matter  since  the 
Supreme  Court  recently  held  that  the 
Legislature  by  the  enactment  of  the 
Glaspie  law  took  the  right  of  fixing 
fares  between  villages  and  towns  out 
of   the   hands   of   municipalities. 


Men  Agree  to  Operate  One-Man 
Cars — City  Prohibits  Them 

Employees  of  the  Schenectady  (N. 
Y.)  Railway  on  Oct.  22  signed  the 
agreement  submitted  by  the  company 
to  operate  one-man  cars.  On  Oct.  24 
the  Common  Council  of  the  City  of 
Schenectady  passed  an  ordinance  pro- 
hibiting the  operation  of  one-man  cars 
in   the  city  limits. 

The  officials  of  the  Schenectady  Rail- 
way are  going  ahead  and  equipping 
one-man  cars.  They  have  none  ready 
for  operation  as  yet,  but  propose  to 
ignore  the  ordinance,  believing  it  will 
not  prevail  unless  the  Public  Service 
Commission  should  decide  in  its  favor" 
Officials  feel  there  is  little  likelihood 
of  its  doing  this  in  view  of  the  fact 
that  in  Troy  it  has  dismissed  the  com- 
plaint of  the  city  to  prohibit  the  use 
of  one-man  cars.  The  Troy  decision 
is  referred  to  in  the  following  item. 


Commission  Approves  of  One-Man 
Operation 

The  Public  Service  Commission  has 
dismissed  the  complaint  of  the  city  of 
Troy,  N.  Y.,  over  the  operation  of  one- 
man  cars  by  the  United  Traction  Com- 
pany. Mayor  Fleming  at  the  request 
of  the  Common  Council  sought  to  re- 
strain the  railway  from  using  this  type 
of  car. 

In  a  report  to  the  Commission,  C.  R. 
Vanneman,  hearing  deputy  says: 

Subsequent  to  the  hearings  an  unan- 
nounced visit  was  made  to  Troy.  Talcing 
one  of  the  cars  operating  on  the  Albia 
line  from  regular  service  we  ran  it  over 
all  sections  of  Troy  in  which  one-man  cars 
are  being  operated  or  may  hereafter  be 
operated.  Every  conceivable  test  of  which 
we  could  think  was  made  on  all  the  grades. 

No  unfavorable  or  erroneous  action  of 
any  of  the  devices  was  observed. 

At  the  hearings  mention  was  made  of 
two  accidents  in  Massachusetts  in  which 
the  one-man  cars  were  involved.  I  have 
communicated  with  the  Department  of  Pub- 
lic Utilities  of  Massachusetts  re.specting 
these  accidents  and  have  been  informed 
that  neither  was  caused  by  any  factor  of 
one-man  operation. 

After  carefully  considering  the  evidence, 
and  having  in  mind  the  tests  and  studies 
of  the  operation  of  the  cars  which  1  have 
made,  I  am  of  the  opinion  that  they  may 
be  safely  operated  on  any  of  the  streets 
in  the  city  of  Troy  on  which  the  lines 
of  the  United  Traction  Company  are  lo- 
cated providing  the  recommendations  set 
forth  in  detail  respecting  guards  over  trol- 
ley wires,  operation  over  steam  railroad 
crossing.?,  etc.,  are  complied  with  immedi- 
ately, and  provided  further  than  stringent 
regulation  be  laid  down  respecting  the 
operation  of  cars  by  motormen  only  when 
they  are  in  position  and  able  to  keep  proper 
lookout  ahead,  and  that  when  for  any  rea- 
son the  motormen  must  for  any  ap- 
preciable time  direct  his  attention  away 
from  the  track  ahead,  he  must  be  required 
to  bring  his  car  to  a  stop. 

In  dismissing  the  complaint  the  com- 
mission ordered  the  railway  to  provide 
more   safeguards   against    accidents   at 


grade  crossings,  to  add  to  its  present 
equipment  for  fighting  snow  and  to 
equip  all  grade  crossings  of  steam  and 
electric  tracks  with  a  metal  guard  over 
the  trolley  wire. 

Philadelphia  Rapid  Transit 

Wants  to  Quit  Freight 

Service 

The  Philadelphia  (Pa.)  Rapid  Tran- 
sit Company  has  requested  and  received 
the  consent  of  the  Public  Service  Com- 
mission to  extend  until  Nov.  30  the 
time  fixed  for  the  discontinuance  of  the 
freight  service  on  its  line,  and  the  inter- 
change of  freight  with  the  Philadelphia 
&  West  Chester  Traction  and  the  Le- 
high Transit  Company.  The  original 
intention  of  the  company  was  to  dis- 
continue the  service  on  Oct.  30.  Ship- 
pers who  would  be  affected  by  the  sus- 
pension of  the  service  hope  that  a 
way  may  be  found  out  of  the  difficulty, 
but  the  railway  is  opposed  to  any 
extended  continuance  of  the  service. 
The  company's  stand  in  the  matter  has 
been   explained   as  follows: 

For  several  years  prior  to  the  world  war, 
the  Philadelphia  Rapid  Transit  Company 
operated  a  trolley  freight  service,  which, 
however,  was  always  limited  by  reason  of 
the  competition  of  the  better-equipped 
steam  railway  and  express  lines,  and  also 
because  the  larger  shippers  used  motor 
trucks  whenever  their  business  developed 
in  such  a  way  as  to  make  it  profitable  for 
them  to  do  so. 

P.  R.  T,  made  its  decision  to  discontinue 
the  freight  business  because  its  continuance 
would  necessitate  making  large  capital  in- 
vestment tor  new  freight  equipment,  relo- 
cation of  the  main  receiving  station  at 
Front  and  Market  Streets,  because  of  over- 
congestion,  and  the  immediate  establish- 
ment of  a  new  freight  station  in  place  of 
the  Eleventh  and  Colona  Streets  station, 
now  condemned  for  a  recreation   centre. 

P.  R.  T.  is  chartered  solely  as  a  passen- 
ger-carrying company,  and  has  urgent  need 
for  all  available  capital  to  keep  pace  wi 
its  increasing  passenger  business  ;  and,  even 
if  additional  capital  were  obtainable,  it 
would  be  unwise  for  P.  R.  T.  to  make  large 
investment  for  freight  service,  in  view  of 
the  fact  that  the  State  is  eliminating  toll 
roads  and  is  engaged  in  an  extensive  pro- 
gram of  improvement  which  will  result  in 
a  constantly  increasing  amount  of  light 
freight  being  carried  on  motor  trucks,  as 
evidenced  by  the  department  stores  and 
other  large  deliverers  of  goods  now  using 
motor  trucks  in  transporting  freight  to 
points  reached  by  this  trolley  freight  serv- 
ice. 

Steam  railways  are  by  law  common  car- 
riers of  freight  and  have  large  investments 
in  equipment  and  terminals.  Some  street 
railways,  which  have  exercised  the  power 
of  eminent  domain  have  like  corporate  ob- 
ligation, but  P.  R.  T.  is  not  of  this  number. 

Further  duplication  of  steam  railway  in- 
vestment by  street  railways  for  freight 
service  only  serves  to  unnecessarily  increase 
the  cost  of  all  service  rendered  and  should, 
for  that  reason,  be  discouraged. 


One-Man  Cars  Upheld 

The  Commission  on  Public  Utilities 
in  Boston,  Mass.,  recently  denied  the 
petition  of  the  Newburyport  City  Coun- 
cil to  forbid  the  operation  of  one-man 
cars  by  the  Massachusetts  Northeastern 
Street  Railway. 

The  ruling  follows  in  part: 

The  commission  has  caused  an  exami- 
nation of  these  lines  to  be  made  by  its  in- 
spection department.  The  operation  of  one- 
man  cars  on  the  Newburyport  end  of  the 
line  is  comparatively  recent  and  is  attended 
with  more  or  less  delay  on  account  of  this 
fact,  but  the  conditions  on  the  line  pre- 
sent no  operating  difficulties  different  from 
those  on  many  other  lines  throughout  the 
state  upon  which  one-man  cars  are  in  suc- 
cessful operation. 

We  believe  that  when  the  operators  and 
the  public  have  had  more  experience  with 
this  style  of  operation,  the  troubles  com- 
plained of  will  gradually  correct  this.  If 
this  does  not  prove  to  be  the  case,  after 
a  fair  trial,  the  matter  can  be  easily 
brought  again  to  the  commission's  attention. 
The  petition  is  therefore  dismissed. 


II iiiiriiiimi 


Transportation 
News  Notes 


Fares  Reduced  in  Eureka. — By  pur- 
chasing books  of  tickets  patrons  of  the 
Eureka  (Cal.)  Street  Railway  can  ride 
for  5  cents  in  place  of  the  6-cent  cash 
fare.  This  reduction  in  fare  comes 
within  one  month  after  the  city  took 
over  the  property.  The  former  com- 
pany was  known  as  the  Humboldt 
Transit  Company. 

I.  C.  C.  Jurisdiction  to  Be  Determined. 
— An  investigation  was  ordered  on 
Sept.  30  by  the  Interstate  Commerce 
Commission  to  determine  whether  or 
not  the  Washington  Railway  &  Electric 
Company,  Washington,  D.  C,  over 
whose  depreciation  charges  the  Inter- 
state Commerce  Commission  has  juris- 
diction, is  a  carrier  subject  to  the 
Interstate  Commerce  act.  The  case 
was  assigned  for  hearing  in  Washing- 
ton on  Oct.  17. 

Mayor  Against  Bus  Service. — Mayor 
Newton  Brainard  of  Hartford,  Conn., 
will  refuse  to  sign  a  petition  of  the 
Common  Council  which  provides  that 
the  Connecticut  Company  establish  be- 
fore Jan.  1,  1922,  a  motor  bus  line 
running  in  the  south-central  part  of  the 
city.  It  is  said  that  the  Mayor  holds 
to  the  opinion  that  the  territory  in 
which  the  bus  line  was  to  run  is  a 
congested  section  of  the  city  and  that 
it  is  now  adequately  served  by  the 
electric  railway. 

Railway  Answers  Complaint. — The 
West-Penn  Railways  has  filed  an  an- 
swer to  the  complaint  of  the  city  of 
McKeesport  which  demands  lower  fares 
on  the  ground  that  wage  reductions 
have  produced  increased  revenues  for 
the  company.  In  its  statement  the 
company  gave  some  figures  to  show  the 
cost  of  operation.  For  the  last  eleven 
months  the  gross  receipts  of  the 
McKeesport  branch  of  the  West  Penn 
Railways  were  $465,000,  with  $47,000 
net  income.  The  company  claims  an 
expense  of  $500,000  on  track  and  road- 
way. 

Opposition  to  One-Man  Cars  With- 
drawn.— The  committee  on  railroads 
and  bridges  of  the  Common  Council  of 
Milwaukee,  Wis.,  has  recommended  for 
indefinite  postponement  the  Dietz  reso- 
lution seeking  discontinuance  of  the 
operation  by  the  Milwaukee  Electric 
Railway  &  Light  Company  of  one-man 
safety  cars  in  the  city.  The  committee 
had  held  several  hearings  on  the  sub- 
ject and  had  received  a  report  from  the 
City  Safety  Commission  indorsing  one- 
man  safety  car  operation.  This  report 
was  abstracted  in  the  Electric  Rail- 
way Journal  of  Oct.  1,  1921,  page  570. 
Hearing  Held  on  Intrastate  Rates. — 
According  to  John  E.  Benton,  general 
counsel  for  the  National  Association  of 
State  Railroad  and  Public  Utility  Com- 
missioners, the  Interstate  Commerce 
Commission  is  seeking  to  impose  a 
"dead  uniformity  of  rates"  in  the  vari- 
ous States.  Mr.  Benton  expressed  this 
view  to  the  Senate  on  Oct.  29  and 
reiterated  previous  arguments  to  the 
effect  that  local  conditions  were  a  fac- 
tor that  must  be  considered  in  fixing 
rates.  Senator  Poindexter  joined  in 
Mr.  Benton's  criticisms  of  the  Com- 
mission toward  intrastate  rates. 


846 


Electric    Railway    Journal 


Vol.  58,  No.  19 


Commission  Officer 
Impressed 

General    Andrews    Returns,    Highly 

Pleased  with  Railway  Studies 

Made  in  Large  Cities 

"The  thing  which  impressed  me  most 
forcibly  and  the  fact  at  which  I  was  so 
agreeably  surprised  in  my  recent  visit 
to  several  of  the  representative  rail- 
ways in  the  East  and  middle  West  was 
that  the  type  of  men  who  are  either 
managers  or  operators  of  these  proper- 
ties are  keen,  wide-awake  and  intensely 
devoted  to  giving  the  public  the  best 
possible  service."  This  was  the  state- 
ment made  recently  by  Brigadier-Gen- 
eral Lincoln  C.  Andrews,  executive  of- 
ficer of  the  New  York  Transit  Com- 
mission. General  Andrews  was  accom- 
panied on  his  trip  by  C.  E.  Morgan,  as- 
sistant general  manager  of  the  Brook- 
lyn (N.  Y.)  City  Railroad;  William  E. 
Thompson,  superintendent  of  trans- 
portation, and  John  S.  McWhirter,  su- 
perintendent of  equipment  Third 
Avenue  Railway,  N.  Y.  The  proper- 
ties visited  included  those  in  Philadel- 
phia, Cleveland,  Kansas  City,  Chicago 
and  others  on  the  route. 

General  Andrews,  who  has  charge  of 
the  commission's  working  organization, 
made  this  whirlwind  trip  which,  al- 
though lasting  but  two  weeks,  gave 
him  an  opportunity  to  become  ac- 
quainted with  the  operating  problems 
confronting  the  industry  as  a  whole. 
It  was  his  belief  that  wherever  any  dif- 
ferences between  the  railway  and  the 
public  had  been  satisfactorily  settled 
the  managements  did  not  merely  let 
the  public  attitude  remain  at  a  stage 
of  indifference  but  actively  grasped  the 
opportunity  and  capitalized  it  to  gain 
the  wholehearted  confidence  and  co- 
operation of  the  people.  This  was  not 
a  conclusion  drawn  from  a  view  of  the 
situation  existing  on  one  property  but 
was  his  composite  impression.  He  ex-  ■ 
pressed  the  view  that  if  some  under- 
standing could  be  reached  between  the 
transit  companies  and  the  people  of 
New  York,  all  other  differences  would 
almost  automatically  adjust  them- 
selves. 

General  Andrews  was  keenly  inter- 
ested in  the  development  and  the  success- 
ful installation  of  safety  cars  in  many 
cities.  According  to  him  the  outstand- 
ing case  of  their  application  to  city 
traffic  is  Terre  Haute,  where  the  lines 
are  operated  with  safety  cars  entirely. 
He  considered  it  remarkable  that  65 
per  cent  additional  service  could  be 
given  at  a  10  per  cent  decrease  in  oper- 
ating expenses. 

Until  his  appointment  by  George 
McAneny,  chairman  of  the  commission. 
General  Andrews  had  always  been  an 
army  man.  He  saw  service  in  the 
World  War  and  after  the  armistice  be- 
came assistant  provost  marshal  gen- 
eral of  the  American  Expeditionary 
Forces.  His  recent  foreign  duties  were 
preceded  by  a  long  service  career.  Pol- 
lowing  his  graduation  from  the  United 
States  Military  Academy  in  1893  he 
was  assigned  to  the  infantry  and  later 
to  the  cavalry,  with  which  he  was  con- 
nected   at   the    time    of    the    Spanish- 


American  War.  In  the  battle  of  San- 
tiago he  was  aide  to  General  Summer. 
General  Andrews  did  not  return  to 
the  United  States  from  the  Philippines 
until  1903,  when  he  was  appointed  an 
instructor  of  cavalry  tactics  at  West 
Point.  He  was  later  in  charge  of 
cavalry  instruction  at  the  first  Platts- 
burg  Training  Camp. 


Mr.  McGraw  Elected  President 
of  A.  B.  P. 

James  H.  McGraw,  president  of  the 
McGraw-Hill  Company,  Inc.,  publish- 
ers of  the  Electric  Railway  Journal, 
was  elected  last  week  president  of  the 
Associated  Business  Papers,  Inc.  The 
meeting  of  that  association  was  held  in 
Chicago  on  Oct.  24-26.  The  main  topic 
of  the  discussion  was  the  part  that  the 
publishers  should  play  in  speeding  the 
revival  of  business.  The  keynote  ad- 
dress was  delivered  by  Mr.  McGraw. 
An  abstract  of  this  address  will  be 
found  on  another  page. 

Among  important  business  matters 
receiving  the  attention  of  the  conven- 
tion was  the  auditing  of  publications 
of  free  circulation  by  the  Audit  Bureau 
of  Circulations.  A  resolution  was 
passed  requesting  the  "ABC"  to  dis- 
continue the  auditing  of  such  publica- 
tions since  free  circulation  is  contrary 
to  the  basic  principles  of  legitimate 
publishing  and  circulation  statements 
have  the  effect  of  misleading  advertis- 
ers who  have  come  to  associate  the 
"ABC"  with  ethical  standards  of  pub- 
lishing. 

The  new  officers  elected  for  the 
ensuing  year  in  addition  to  Mr.  McGraw 
were:  Vice-president,  A.  O.  Backert, 
Penton  Publishing  Company;  treasurer, 
Fritz  Frank,  Iron  Age  Publishing  Com- 
pany.   

Judge  Haight  Appointed  Special 

Master  in  Jersey  Fare  Case 

Former  Federal  Judge  Thomas  H. 
G.  Haight,  Jersey  City,  has  been  ap- 
pointed by  Federal  Judge  John  Rellstab 
as  special  master  to  take  testimony  on 
the  application  of  the  Public  Service 
Railway  for  authority  to  put  into  ef- 
fect a  10-cent  fare.  Judge  Haight 
is  recognized  as  one  of  the  ablest  mem- 
bers of  the  bar  in  New  Jersey.  He 
served  as  United  States  District  Court 
Judge  and  also  as  United  States  Cir- 
cuit Court  Judge.  He  was  appointed 
to  both  of  these  posts  by  former  Presi- 
dent   Wilson. 


General  Manager  of  Wheeling 

Property  Resigns 

J.  D.  Whittemore,  for  several  years 
general  manager  of  the  Wheeling  (W. 
Va.)  Public  Service  Company,  has  left 
Wheeling  for  New  York  to  locate.  He 
was  the  honor  guest  at  a  farewell 
dinner  at  the  Wheeling  Country  Club 
recently  given  by  C.  P.  Billings  of  the 
Wheeling  Traction  Company.  Inti- 
mate friends  and  business  associates 
of  Mr.  Whittemore  were  present  to 
bid  him  farewell  and  extend  him  their 
best    wishes    for    his    futurfe    success. 


There  were  many  expressions  of  regret 
at   Mr.   Whittemore's  departure. 

John  J.  Coniff  acted  as  toastmaster. 
Conceiving  an  imaginary  loving  cup, 
Mr.  Coniff  stated  that  if  all  the  good 
wishes  that  will  follow  Mr.  Whittemore 
could  be  placed  in  it,  it  would  be  filled 
to  the  brim.  Mr.  Whittemore  responded 
with  an  appreciation  of  the  friendships 
he  formed  here  and  by  thanking  his 
friends. 

W.  J.  Torrens  Appointed  Equip- 
ment Man  of  Second  Avenue 

William  J.  Torrens  has  been  ap- 
pointed superintendent  of  equipment  of 
the  Second  Avenue  Railroad  Company, 
New  York.  Mr.  Torrens  was  formerly 
with  the  Metropolitan  Street  Railway 
Company,  New  York,  in  the  old  cable 
days  and  continued  with  the  above 
company  during  the  electrification  of 
the  cable  roads.  He  remained  with  the 
company  as  foreman  until  the  segrega- 
tion of  the  Metropolitan  in  1907  and 
then  became  master  mechanic  of  the 
Second  Avenue  Railroad.  In  1910  he 
resigned  to  accept  a  position  in  Seattle 
as  master  mechanic,  continuing  there 
until  1919,  when  he  became  affiliated 
with  the  McKinley  system,  in  direct 
charge  at  Ottawa,  111. 


Toronto  Street  Railway 

Employees  Banquet 

R.  J.  Fleming 

On  Saturday,  Oct.  29,  the  Toronto 
Railwaymen's  Union,  Division  113,  en- 
tertained R.  J.  Fleming,  former  general 
manager  of  the  Toronto  Railway,  and 
the  members  of  the  Transportation 
Commission,  at  a  banquet  in  the  Labor 
Temple,  the  occasion  serving  as  a 
formal  farewell  by  the  railway  em- 
ployees to  their  former  general  man- 
ager. 

In  addition  to  900  railway  employees 
there  were  present  Mr.  Fleming,  Chair- 
man P.  W.  Ellis,  Fred  Miller  and  Gen- 
eral Manager  H.  H.  Couzens  of  the 
Toronto  Transportation  Commission, 
which  is  now  operating  the  street  rail- 
way; Works  Commissioner  R.  C.  Har- 
ris, General  Manager  Wilson  of  the 
Toronto  &  York  Radial  Railway,  also 
several  other  officials  of  the  Toronto 
Railway  who  served  under  Mr.  Flem- 
ing. President  Merson  of  the  Union 
presided.     

K.  D.  Leavitt  is  no  longer  connected 
with  the  Oakwood  Street  Railway,  Day- 
ton, Ohio. 

E.  I.  Edgecomb  has  resigned  as  claim 
agent  of  the  Syracuse  Northern  Elec- 
tric Railway,  Syracuse,  N.  Y. 

A.  Gorman  has  been  appointed  su- 
perintendent of  the  Corning  &  Painted 
Post  Street  Railway,  Coming,  N.  Y. 

M.  J.  Sullivan  has  resigned  as  chief 
engineer  of  the  Kingston  Consolidated 
Railroad,  Kingston,  N.  Y. 

Roy  C.  Megargel  of  New  York  has 
been  elected  president  of  the  Southern 
New  York  Power  &  Railway  Corpora- 
tion, Cooperstown,  N.  Y.,  to  succeed 
Joseph  B.  Mayer. 

E.  E.  McWhiney  has  been  appointed 
assistant  secretary  of  the  Doherty  Op- 
erating Company,  New  York,  and  L. 
W.  Wallace  has  been  made  an  assistant 
treasurer. 


November  5,  1921 


Electric    Railway    Journal 


847 


M.  M.  Freeman  has  accepted  the 
position  as  treasurer  of  the  Claremont 
(N.  H.)  Railway,  succeeding  George  E. 
Tenney. 

Col.  Laird  of  St.  Louis,  Mo.,  has  been 
appointed  to  the  newly  created  posi- 
tion of  first  vice-president  of  the  Cen- 
tral Power  &  Light  Company,  Walnut 
Ridge,  Ark. 

E.  Z.  Wallawer,  formerly  vice-presi- 
dent of  the  Southwest  Missouri  Rail- 
road, Webb  City,  Mo.,  has  been 
promoted  to  fill  the  vacant  oflfice  of 
president.  H.  C.  Rogers  of  Carthage, 
Mo.,  has  been  appointed  to  fill  his 
former  position. 

John  Nichol  has  succeeded  John  H. 
Watkins  as  vice-president  of  the  Pine 
Bluff  Company,  Pine  Bluff,  Ark.  J.  L. 
Longino,  secretary  and  general  man- 
ager, has  also  taken  over  the  duties 
of  the  treasurer,  J.  A.  Whitlow,  who 
has  left  the  company. 

H.  B.  Fleming  has  followed  W.  W. 
Crawford  as  vice-president  onj  both 
the  Calumet  &  South  Chicago  Railway 
Company,  Chicago,  and  the  Southern 
Street  Railway,  Chicago.  Mr.  Fleming 
is  also  vice-president  and  chief  engi- 
neer of  the  Chicago  City  Railway. 

George  N.  West  has  been  appointed 
treasurer  of  the  Manchester  (N.  H.) 
Street  Railway.  He  has  also  taken  the 
position  as  treasurer  of  the  Manchester 
Light  &  Power  Company,  which  owns 
the  Manchester  Street  Railway.  He 
has  replaced  L.  E.  Flint,  who  now  has 
the  title  of  assistant  treasurer. 


I iiniiii niiiiir irrrHLiiiiriiiF m i rm; nr rri 


Obituary 


miimir t ILllJllinillHlllllllllllllllllllllllinillllnii] |iii q 


Odell  W.  McConnell,  lawyer  and  head 
of  the  street  railways  of  Helena,  Mont., 
died  recently  at  the  age  of  fifty-three. 

Harry  Hamilton,  sixty  years  old, 
died  in  Youngstown,  Ohio,  on  Oct.  8 
after  a  long  illness.  He  was  the 
builder  of  the  Park  and  Falls  Street 
car  line  in  Youngstown. 

Thomas  Edward  Mullen,  chief  train 
dispatcher  of  the  Brooklyn  (N.  Y.) 
Rapid  Transit  Company,  died  suddenly 
at  Saratoga,  N.  Y.,  several  weeks  ago. 
He  was  forty-six  years  old. 

Winthrop  G.  Bushnell  of  New  Haven 
Conn.,  died  suddenly  of  heart  disease 
on  Oct.  23.  Mr.  Bushnell  had  been 
prominent  in  the  development  of  elec- 
tric railways  in  Connecticut  and  at  one 
time  was  representative  of  the  General 
Electric  Company  in  that  state. 

Frederick  Heis,  roadmaster  of  the 
Interborough  Rapid  Transit  Company, 
New  York,  died  several  months  ago. 
Mr.  Heis,  who  was  63  years  old  at  the 
time  of  his  death,  had  been  an  em- 
ployee of  the  Interborough  and  its  pred- 
ecessors for  thirty-seven  years.  He 
entered  the  service  as  trackman  in  1884 
and  through  rapid  promotion  became 
roadmaster  in  1904.  Mr.  Heis,  by 
years  of  close  application  to  the  track 
maintenance  work  of  the  company, 
performed  under  difficulties  due  to  loca- 
tion and  frequency  of  trains,  hardly 
equaled  elsewhere,  became  a  most  effi- 
cient and  .valued  employee. 


Manufactures  and  the  Markets 

DISCUSSIONS  OF  MARKET  AND  TRADE  CONDITIONS  FOR  THE 

MANUFACTURER,  SALESMAN  AND  PURCHASING  AGENT 

ROLLING  STOCK  PURCHASES  BUSINESS  ANNOUNCEMENTS 


A  Feeling  That  Price  Liquidation 
Has  Reached  Bottom 

After  personal  visits  to  a  number  of 
coal  consuming  centers,  and  a  tele- 
graphic survey  of  the  situation  among 
wholesalers,  George  H.  Gushing,  man- 
aging director  of  the  American  Whole- 
sale Coal  Association,  has  reached  the 
following  conclusions: 

The  stocks  of  high  priced  goods  of 
all  kinds  have  about  been  worked  off. 
Manufacturers  everywhere  are  buying 
raw  material  only  after  they  have  or- 
ders for  the  finished  product,  manu- 
facturing the  raw  material  into  a  fin- 
ished product  as  quickly  as  possible, 
and  are  making  shipments  almost  in- 
stantly. Everywhere  there  is  a  definite 
feeling  that  price  liquidation  has 
reached  bottom  on  the  present  wage 
scale.  Everywhere  there  is  a  feeling 
that  business  activity  is  starting  to 
resume  and  there  is  an  expectation  of 
a  price  recovery. 

Almost  uniformly  public  utilities 
have  on  hand  a  thirty  day  supply  of 
coal.  There  was  no  general  belief  that 
the  railroad  strike  would  occur.  There 
was  a  little  precautionary  buying  but 
not  much.  In  one  or  two  places  there 
were  slight  price  advances.  Generally 
the  market  was  dull. 


from  the  delivery  of  the  contract  com- 
plete the  railroad  and  such  other  work 
covered  by  the  contract  as  may  be 
necessary  to  put  the  railroad  in  con- 
dition for  operation  and  must  complete 
all  other  work  covered  by  the  contract 
within  forty-eight  months  from  the  de- 
livery of  the  contract. 


Proposed  Electric  Railway 

Project  in  India 

A  large  supply  of  electric  energy  will 
be  required,  according  to  Electrical  In- 
dustries, in  connection  with  the  pro- 
posed electrification  of  the  suburban 
lines  of  the  G.  I.  P.  To  insure  the  sup- 
ply of  electricity  it  is  proposed  to  in- 
terconnect the  Andhra  Valley,  the  Tata 
power  and  the  hydro-electric  com- 
panies. It  will  require  nearly  17,- 
000,000  kw.-hr.  per  annum  to  operate 
the  railway  from  V.  Telminus  to 
Kurla;  when  extended  to  Thana,  29,- 
000,000  kw.-hr.,  and  when  extended  to 
Kalyan,  36,000,000  kw.-hr. 


Bids  Asked  for  Subway 

Construction 

The  New  York  Transit  Commission 
is  requesting  sealed  bids  for  the  con- 
struction of  Route  No.  67,  a  part  of  the 
Queensboro  Subway  Rapid  Transit 
System,  to  be  received  at  the  office  of 
the  Commission,  at  49  Lafayette  Street, 
Borough  of  Manhattan,  New  York  City, 
until  November  9,  at  11:30  a.m.  Route 
No.  67  is  to  be  a  two-track  subsurface 
railroad  extending  under  East  and 
West  Forty-Second  Street,  Bryant  Park 
and  West  Forty-First  Street,  from 
about  the  westerly  line  of  Vanderbilt 
Avenue  to  about  the  westerly  line  of 
Eighth  Avenue,  in  the  Borough  of  Man- 
hattan. The  work  to  be  done  will  in- 
clude the  care  and  support  of  surface, 
subsurface  and  overhead  structures, 
the  maintenance  of  traffic  and  the  res- 
toration of  street  and  park  surfaces. 
The  method  of  construction  will  be 
partly  by  tunneling  and  partly  by  ex- 
cavation from  the  surface.  The  con- 
tractor  must   within   forty-two   months 


Motor  Demand  Expected 

Demand     for     Railway     Motors     Still 

Light   Although    Heavier   Sales 

Are  Anticipated 

Demand  for  railway  motors  is  light, 
according  to  leading  manufacturers. 
Electric  traction  companies  are  said  to 
be  buying  new  rolling  stock  only  when 
absolutely  necessary.  The  trend  for 
some  time  has  been  so  much  toward 
safety  cars  that  the  number  of  motors 
of  larger  horsepower  bought  for  the 
heavier  types  of  cars  is  now  rather 
small  compared  with  tlie  types  used 
on  safety  cars.  Safety  car  equipment, 
principally  motors,  has  reached  a  state 
of  standardization  with  the  result  that 
delivery  conditions  are  very  favorable 
indeed.  One  of  the  largest  motor  manu- 
facturers in  the  country  is  optimistic 
regarding  future  business  on  the  ground 
that  the  attitude  of  the  public  toward 
electric  railways  has  improved  in  re- 
spect to  higher  fares  and  increased 
transportation  facilities.  In  some 
cases  where  fare  reductions  have  been 
made  or  where  new  fare  methods  have 
been  employed,  receipts  have  been  kept 
up  in  spite  of  the  industrial  depression. 
Virtually  all  of  the  lines  are  in  need 
of  additional  equipment,  this  company 
states.  Heretofore,  more  cars  at  the 
old  rates  in  many  cases  meant  greater 
loss  in  operation,  however,  and  the 
money  with  which  to  make  extensions 
has  been  lacking.  Demand,  as  a  result, 
has  not  been  as  great  as  it  would  have 
been  if  the  railways  could  finance  new 
equipment. 

Manufacturing  conditions  are  quite 
favorable  at  present.  One  manufacturer 
has  announced  a  reduction  in  wages 
which  took  effect  on  Nov.  1.  This  cut 
brings  labor  costs  down  to  a  level  so 
that  finished  products  can  be  quoted 
at  a  figure  resembling  that  of  the  pre- 
war times.  The  shortage  of  gears  and 
insulating  material  that  prevailed  at 
this  time  last  year  is  no  longer  a  factor. 
Producers  are  anticipating  their  needs 
well  in  advance  Jteeping  a  good  running 
stock  of  material  on  hand  at  the  fac- 
tory. A  reserve  supply  of  motors  is 
also  maintained  with  each  of  the  car 
builders,  it  is  claimed,  as  that  reason- 
able shipments  can  be  made. 

At  this  time  there  seems  to  be  con- 
siderable hope  by  the  leading  interests 
that  manufacturing  conditions  will  per- 
mit a  reduction  of  prices  in  the  near 
future.  The  view  that  the  high  level 
.attained  by  railway  motor  prices  since 
the  war  was  caused  very  largely  by 
the  exorbitant  demands  of  labor  all 
along  the  line,  -  from  the  ore  in  the 
ground  to  the  finished  product,  was 
certainly  justified.  Recent  months, 
however,  have  seen  cuts  in  these  con- 
tributory industries. 


848 


Electric    Railway    Journal 


Vol.  58,  No.  19 


Rolling  Stock 


Androscoff^Ui  &  Kennebec  Railvvay,  Lewis- 
ton,  Me.,  ordered  from  the  Wason  Manu- 
facturing Company  on  Sept.  23  three 
standard  safety  cars  equipped  with  G.  E. 
258  ball-bearing  motors  and  C.  P.  25  air 
compressors. 

New  York,  New  Haven  &  Hartford  Rail- 
road, which,  as  has  been  previously  an- 
nounced, has  ordered  three  rail  motor  buses 
to  be  operated  on  some  of  the  short  branch 
lines,  has  specified  that  the  bodies  to  be 
mounted  on  the  rail  chassis  shall  be  fur- 
nished by  the  Osgood-Bradley  Car  Com- 
pany,  Springfield,   Mass. 


mmm 


^^yrnmnr 


Track  and  Roadway 


Lincoln      (Neb.)      Traction      Company      is 

building  two  new  double-track  curves  in 
connection  with  the  rerouting  plans  which 
will   take   effect   shortly. 

Burlinsrton  County  Transit  Company, 
Hainesport,  N.  i.,  has  been  requested  by 
the  Burlington  County  Board  of  Free- 
holders to  change  the  location  of  the  tracks 
and  place  them  in  the  middle  ot  the  road 
on  High  Street,  Burlington. 

The  Northampton,  Easton  &  Wasliington 
Traction  Company,  Eagton,  Pa.,  has  com- 
pleted the  removal  of  the  line  from  the  side 
to  the  center  of  the  road  between  Phillips- 
burg  and  Post  Colden.  The  work  required 
some  time. 

New     York     State     Railways,     Bocliester, 

N,  Y„  has  sought  permission  to  extend  its 
line  on  Clinton  Avenue  north  from  the 
present  terminus  at  Norton  Street  to  the 
Ridge  road.  The  railway  also  recommends 
trackless  trolleys  for  cross-town  service. 

Cincinnati,  Ohio. — The  contreict  for  con- 
structing the  fifth  section  of  the  rapid 
transit  loop,  Cincinnati  (Ohio),  has  been 
awarded  to  the  Hickey  Bros.  Construction 
Company,  Columbus,  O.,  builders  of  .sections 
2  and  3.  Their  bid  was  $153,965.  The  en- 
gineer's  estimate   was   $188,240. 

Cincinnati      (Ohio)      Traction      Company, 

through  Walter  Draper,  vice-president,  has 
announced  that  it  will  lay  new  tracks  on 
Vine  Street  between  McMillan  and  Mul- 
berry Streets,  a  distance  of  one  mile.  Cars 
using  this  thoroughfare  will  be  detoured 
over  a  different  route  while  the  construction 
work   is   in   progress. 

Toronto,  Can.  The  Transportation  Com- 
mission ot  Toronto  has  approved  the  plan 
to  extend  the  Dundas  Street  line  west 
across  Yonge  Street  to  the  corner  of  Dun- 
das Street  east  and  Victoria  Street  to  make 
a  new  cross-town  car  service  and  relieve 
congestion.  The  commis.sion  will  go  ahead 
with  the  construction  of  the  connecting  link 
soon  as  the  city  provides  a  right-of-way. 

Jacksonviile-Pablo  Beach,  Fla..  Stone  & 
Webster  have  been  asked  to  build  the  pro- 
posed trolley  line  from  Jacksonville  ;to 
Pablo  Beach,  a  distance  ot  more  than 
twenty  miles,  and  according  to  reports 
made  to  the  meeting  of  the  South  Jackson- 
ville Commercial  Club,  the  Boston  cor- 
poration has  the  plan  under  advisement. 
This  corporation  owns  the  Jacksonville 
Traction  Company  which  is  now  in  the 
hands  of  a  receiver  and  the  South  Jackson- 
ville interests.  Such  a  line  will  serve 
South  Jacksonville,  Arlington  and  smaller 
towns,  besides  the  colony  at  Pablo  Beach 
and  Atlantic  Beach,  both  prominent  winter 
and   summer   resorts. 


Power  Houses,  Shops 
and  Buildings 


I,og  Angeles  (Cal.)  Baiiwa.v  has  com- 
pleted the  construction  of  the  (3arvanza 
Automatic  substation  at  Avenue  54  and 
Buchanan  Street.  It  Is  to  improve  power 
conditions  in  Eagle  Rock  Valley,  and  a 
part  of  the  northern  territory. 

Northampton,  Easton  &  ^VashlnKton 
Traction  Company,  Easton,  Pa.,  will  build 
Within  the  next  six  months  a  small  sub- 
station building.  The  railway  will  also 
purchase  and  install  two  300-kw.  rotary 
converters   with    necessary    equipment. 

Trenton  &  Mercer  Connty  Traction  Cor- 
poration, Trenton,   N.  i..   through   its  presi- 


dent, Rankin  Johnson,  has  informed  the 
Trenton  City  Commission  that  the  company 
will  place  its  feed  wires  in  conduits  along 
Lincoln  Avenue,  leading  from  the  power 
station.  The  work  will  cost  approximately 
$25,000  and  will  be  begun  at  once. 


Professional  Note 


•stovel  &  Brinkerliotr  is  the  name  under 
which  is  announced  the  partnership  of  R. 
W.  Stovel  and  H.  A.  Brinkerhoft,  engineers 
and  contractors.  Mr.  Brinkerhoft  is  well 
known  for  his  work  in  connection  with  the 
construction  ot  the  Pennsylvaia  Station  in 
New  York  City,  of  which  he  was  general 
superintendent  of  construction  in  charge  of 
the  installation  of  all  mechanical  and  elec- 
trical equipment.  Mr.  Stovel  was  the  en- 
gineer in  charge  ot  the  Paoli  and  Chestnut 
Hill  electrifications  of  the  Pennsylvania 
Railroad  and  the  electrification  ot  the  Elk- 
horn  grade  of  the  Norfolk  &  Western 
Railway,  projects  which  were  executed 
while  he  was  associated  with  Gibbs  &  Hill, 
from  1914  to  1917.  Both  men  were  for 
many  years  connected  with  Westinghouse. 
Church,  Kerr  &  Company,  and  both  were 
later  associated  with  Dwight  P.  Robinson 
&  Company,  subsequent  to  the  consolida- 
tion of  the  two  companies.  Mr.  Stovel  was 
graduated  from  McGill  University  in  1897 
as  an  electrical  engineer  and  in  1900  he 
received  the  degree  of  master  of  science 
from  the  same  university.  He  served  witli 
the  Pittsburgh  &  Lake  Erie  Railroad  from 
1898  to  1903  in  the  design  and  construc- 
tion ot  the  Pittsburgh  Terminal  Station 
and  the  McKees  Rocks  repair  shops  of 
that  road.  From  1903  to  1914  he  was  as- 
sociated with  Westinghouse,  Church,  Kerr 
&  Company.  He  served  with  the  A.  E.  F. 
in  France  as  lieutenant  colonel  and  had 
charge  of  the  mechanical  and  electrical 
equipment  at  all  ports  used  by  the  United 
States  army  in  Prance.  Mr.  Brinkerhoft 
was  connected  with  the  "C.  &  C."  Electric 
Company  as  mechanical  draughtsman  from 
1893  to  1897.  In  that  year  he  became  as- 
sociated with  Westinghouse.  Church.  Kerr 
&  Company.  He  continued  with  that  or- 
ganization until  1920,  when  the  company 
was  consolidated  with  Dwight  P.  Robinson 
&  Company,  at  which  time  he  became  the 
head  of  the  industrial  engineering  division 
in  the  new  organization.  During  the  war 
he  was  managing  engineer  in  charge  of 
design  and  construction  ot  United  States 
nitrate  plant  No.  2  at  Muscle  Shoals.  Both 
men  are  members  of  the  American  Society 
of  Mechanical  Engineers,  and  Mr.  Stovel 
is  a  member  of  the  American  Institute 
of  PJIectrical  Engineers  and  the  Engineer 
Reserve  Corps,  U.  S.  A.  The  new  firm  Is 
prepared  to  undertake  investigations  and 
reports  on  industrial  engineering  problems, 
the  purchase  and  generation  of  power,  the 
operation  and  economy  of  power  plants, 
and  the  design,  construction  and  equip- 
ment ot  steam  and  electric  power  stations, 
manufacturing  plants  and  railroad  shops. 
Offices  have  been  established  at  136  Liberty 
Street.   New  York. 


Trade  Notes 


Griffin     AVlueel     Company,     Chicmsro,     has 

opened  sales  offices  in  the  Rialto  building. 
San  Francisco.  W.  H.  Snedaker.  formerly 
in  the  Tacoma  office  tor  the  company,  has 
been  place  in  charge  ot  the  new  office. 

E.  Li,  Windenbursr,  who  has  been  ap- 
pointed office  manager  of  the  Cleveland 
branch  of  the  Cutler-Hammer  Manufactur- 
ing Company,  fills  the  vacancy  made  by  the 
sudden  death  of  A.  P.  Loomis  on  Aug.  2. 
Mr.  Windenburg  has  been  with  the  Cleve- 
land ofllce  since  February.  1919,  when  he 
left  the  aerial  service  ot  the  United  States 
Navy. 

Tlie  Motive  Power  Lubricant  Co.,  130  N. 
Wells  Street,  Ciiicago,  has  taken  over  the 
lubricant  business  of  the  Cassco  Bar  Metal- 
lic Packing  Company,  which  manufactures 
Cassco  lubricated  waste  and  Cassco  plain 
grease.  While  retaining  identical  quality, 
the  products  ot  this  company  will  be  known 
in  the  future  as  "frictionless  lubricated 
waste,"  "frictionless  grease  light"  and  "fric- 
tionless grease  heavy." 

Belden  ManufucturinK  Compun.v,  Cliicago, 

has  announced  the  appointment,  which  was 
effective  Nov.  1.  of  C.  P.  Cushway  to  be 
manager  ot  the  cable  and  specialties  de- 
partment. Mr.  Cushway  will  have  super- 
vision over  that  part  of  the  business  per- 
taining to  telephone,  automobile  and  appli- 
ance cord  assemblies,  cordage,  flexible  cable 


and  insulating  materials,  and  to  this  work 
brings  several  years  ot  experience  in  the 
engineering  department  of  the  Company. 

OeorBe  T,  Hansen,  for  ten  years  district 
manager  of  the  AUis-Chalmers  Manufac- 
turing Company  at  Salt  Lake  City,  Utah, 
has  resigned  to  enter  private  business.  E. 
N.  Greenleaf,  who  has  been  Mr.  Hansen's 
assistant,  will  become  the  new  district  man- 
ager of  the  Allis-Chalraers  Company.  Mr. 
Hansen  has  devoted  his  time  since  Sept.  15 
to  the  practice  of  mining  engineering  and 
to  looking  after  his  mining  and  oil  in- 
terests. 

Electric  Tamper  &  Equipment  Company, 
1400  West  Adams  Street,  Chicago,  under 
the  management  of  C.  Jackson,  vice-presi- 
dent and  general  manager,  has  taken  over 
the  electric  tie  tamping  business  of  the 
Kalamazoo  Railway  Supply  Company.  This 
electric  tamper  was  developed  by  Mr.  Jack- 
son for  the  Kalamazoo  Railway  Supply 
Company  and  introduced  into  railway  serv- 
ice last  year.  The  operation  of  the  device 
was  found  to  be  satisfactory,  and  a  number 
of  equipments  have  lately  been  placed  in 
service. 

Locke  Insulator  Manufacturing  Company 
on  Oct.  1  moved  its  New  York  office  from 
the  Woolworth  Building  to  the  twenty-first 
floor  of  the  Equitable  Building.  120  Broad- 
way. A  month  before  this  change  C.  H. 
Wheeler  took  over  charge  of  the  New  Tork 
territory  from  Kent  Hawle.v,  who  returned 
to  the  factory  at  Victor.  N.  Y.,  as  chief 
engineer.  Mr.  Wheeler  has  been  tor  nine- 
teen years  with  the  General  Electric  Com- 
pany. Seven  years  ot  this  time  was  spent 
at  Schenectady,  and  since  1909  he  has  been 
in   the   general  office   in    New   York. 

D,  K.  Cliadbourne  has  been  appointed 
manager  ot  the  New  York  office  of  the 
Westinghouse  Electric  International  Com- 
pany. Mr.  Chadbourne  came  to  the  West- 
inghouse Company  through  the  George 
Cutter  Company  before  it  was  affiliated 
with  the  Westinghouse,  as  he  was  succes- 
sively Western  district  manager  and  East- 
ern district  manager  of  the  latter  company 
from  1912  to  1920.  when  he  joined  the 
Westinghouse  Electric  International  Com- 
pany. Before  becoming  connected  with  the 
Cutter  interests,  he  spent  six  years  with 
the  Allis  Calmers  Company.  Mr.  Chad- 
bourne  was  graduated  from  the  Purdue 
University    in    1906. 

Oswald  Uaie  has  resigned  from  the  Ir- 
vington  Varnish  &  Insulator  Company, 
Irvington,  N.  J.,  of  which  he  was  vice-presi- 
dent and  general  manager.  He  had  been 
with  the  company  for  five  years.  He  was 
previously  with  the  General  Electric  Com- 
pany tor  eleven  years,  nine  years  of  which 
were  spent  in  the  department  of  super- 
vision of  production  and  two  years  in  the 
insulating  division.  For  two  years  prior 
to  that  he  had  been  in  charge  of  the  heat- 
ing-device production  of  the  Cutler-Hammer 
Manufacturing  Company.  Mr.  Dale  has 
just  returned  from  a  nine  weeks'  trip  in 
England  and  France,  where  he  has  been 
investigating  the  market  tor  insulating  ma- 
terials. 


New  Advertising  Literature 


The  Suiigamo  Electric  Company,  Spring- 
fleid.  III.,  has  is.sucd  bulletin  No.  57  (sus- 
pending No.  49)  on  "Switchboard  Meters, 
Alternating-Current,  Direct-Current  and 
Ampere-Hour. 

Bailey  Meter  Company,  Cleveland,  has  is- 
sued bulletin  No.  42,  entitled  "Bailey  Boiler 
Meters."  superceding  No.  41,  and  bulletin 
No.  160,  entitled  "Multi-Pointer  Gages  for 
Draft  and  Other  Factors. 

Spencer  Tra«k  &  Compan.v,  New  Tork. 
have  just  issued  a  folder  entitled  "Present 
Opportunities  in  the  Bond  Market."  Be- 
sides containing  a  discussion  on  the  prob- 
able future  trend  ot  the  bond  market,  a 
list  of  current  investment  offerings  is  given. 

Wliiting  Corporation,  Harve.v,  111.,  has  is- 
sued a  new  crane  catalogue  No.  158  which 
supersedes  No.  151.  The  revised  catalogue 
describes  and  illustrates  the  company's 
standard  crane  designs  and  contains  several 
tables  of  standard   clearances. 

Chicago  Pneumatic  Tool  Company,  New 
York,  has  announced  the  publication  of 
Bulletin  No.  710,  which  describes  steam,  belt 
and  motor-driven  dry  vacuum  pumps.  This 
is  the  first  bulletin  issued  on  this  subject 
by    that    company. 

Ciiicago  Pnenmalic  Tool  Company,  New 
Y'ork,  has  issued  Special  Publication  No. 
674  which  will  be  of  particular  value  to 
users  of  pneumatic  tools.  It  gives  com- 
plete specifications  which  users  of  such 
tools  can  have  as  a  handy  ready  reference 
when  ordering  these  products. 


November  5,  1921 


Electric    Railway    Journal 


26 


— for  safety  cars — 

PEACOCK 

Staf fless  Brakes 

Experience  Tells 


Peacock  Staffless  Brakes  can  now  be 
properly  called  standard  equipment 
for  standard  safety  cars. 

The  experiments  of  many  roads  with 
other  types  of  brakes — which  proved 
inadequate  and  unsafe — are  leading 
to  a  general  recognition  of  the  brake 
doctrines  we've  been  preaching  for 
several  years. 

Before  you  sign  up  any  hand  brake 
specifications,  let  us  show  you  some  of 
the  things  which  others  have  found  out. 


National  Brake  Company 

890  Ellicott  Square,  Buffalo,  N.  Y. 


iiiil 

lull 


26 


ELtcTEic    Railway    Journal 


November  5,  1921 


115   BROADWAY,  NEW  YORK 

Detailed  Examinations  by  Experts 

REPORTS  FOR  FINANCING  COVBBINO 

Valnation  TninoTer 

Coets  Reserres  Rstee 

UTILITIES  INDUSTRIALS  SHIPPING 


STONE  &  WEBSTER 


Incoiporated 


EXAMINATIOt^S 


VALUATIONS 


REPORTS 
ON 
INDUSTRIAL  AND  PUBLIC  SERVICE  PROPERTIES 


NEW  YORK 


BOSTON 


CHICAGO 


SANDERSON  &  PORTER 

ENGINEERS 

REPORTS,  DESIGNS,  CONSTRUCTION,  MANAGEMENT 
HYDRO-ELECTRIC  DEVELOPMENTS 

RAILWAY,    LIGHT  and  POWER  PROPERTIES 

CHICAGO  NEW  YORK  SAN  FRANCISCO 


Xto  Arnold  Company 

ENGI N  EERS— CONSTRUCTORS 

ELECTRICAL— CIVIL— MECHANICAL 

105  South  La  Sail*  Str««t 

CHICAGO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER   POLYTECHNIC  INSTITUTE 
WORCESTER.    MASSACHUSETTS 


JAMES    E.    ALLISON    &    GO. 

Ck>nsulting  Engineers 

Specializing  in  Utility  Rate  Cases  and 
Reports     to     Bankers     and     Investors 

1017  Olive  St.,  St.  Louis,  Mo. 


C.  E.  SMITH  &  CO. 

Conaalting  Enginecra 

2065-75  Railway  Exchange  Bide.,  SL  Louis,  Mo. 
Oisaco  Kansas  City 

InTesitcations,  Appraisals,  Expert  Testimony,  Bridge 

and  Structural  Work,  Electrification,  Grade  Crossing 

Elimination,  Foundations,  Power  Plants 


HEMPHILL  &  WELLS 

CONSULTING   ENGINEERS 

Gwdner  F.  Wells        John  F.  Layng        Albert  W.  Hemphill 

A  PPRA  ISA  LS 

INVESTIGATIONS    COVERING 

Reortfiaiization       Management       Operation       Construction 

43  Cedar  Street,  New  York  City 


THE  J.  G.  WHITE 
ENGINEERING  CORPORATION 

Engineers — Constructors 

Industrial    Plants,    Buildings,     Steam    Power    Plants,    Water 

Powers.   Gae   Plants,   Steam   and   Electric  Railroads, 

Transmission  Systems 

43  Exchange  Place,  New  York 


John  a.  Beeler 

OPERATING,  TRAFFIC  AND  RATE  INVESTIGATIONS 

SCHEDULES— CONSTRUCTION— VALUATIONS 

OPERATION— MANAGEMENT 

52  VANDERBILT  AVE.,  NEW  YORK 


A.  L.  DRUM  &  COMPANY 

CONSULTING  AND  CONSTRUCTING  ENGINEERS 

VALUATIONS  AND  FINANCIAL  REPORTS 

CONSTRUCTION  AND  MANAGEMENT  OF  ELECTRIC 

RAILWAYS 

76  West  Monroe  SL  CHICAGO,  ILL. 


ENGELHARDT  W.  HOLST 

Consulting  Engineer 

Appraisals,  Reports,  Rates,  Service  Investigation, 

Studies  on  Financial  and  Physical  Rehabilitation 

Reorganization,  Operation,  Management 

683  Atlantic  Ave.,  Boston,  Mass. 


L.E.  GOULD 

ConsiAltant    ancL    Specialist* 

Energy  Measurement 

For  Electric  Rail'ways 

Iryvest;iga.tions   -Tests  •  Recommendations 

Old,  Colony  Bldg.  Chicago 


ROBERT  M.  FEUSTEL 

CONSULTING  ENGINEER 

Rate,  Tra£fic  and  Reorganization 

Investigations 

Fort  Wayne,  Indiana 


WALTER  JACKSON 

Consultant 

FARES,  BUSES,  MOTOR  TRUCKS 

More  revenue  from  more  riders 

143  Crary  Ave.,  Mt.  Vernon,  N.  Y. 


Parsons,  Klapp,  Brinckerhoff  &  Douglas 

WM.  BABCLAY  PABSONS  H.  M.  BRINCEKUSOFF 

ETOENE  KLAPP  W.  J.  DODOIAS 

Engineers — Constructors — Managers 

Hydro-electric  Railway  Light  and  Industrial  Plants 

Appraisals  and  Reports 
CLKYELANV  NSW  YOBK 

74S  Banna  Bids.  84  Fine  St. 


.  November  5,  1921  Electric    Railway     journal 

^iiiiiiiiiiiiniiiniiiiMiiniiiniiMiiiniiuiNuiiiitMniiiiuiiiUMiJiiiiiiiiniiiniimiinMiiitniMHMiniiiiiiiiiiiiiiiiiiMiiniiniimiiiirHiuMiniHruinii^ 


27 


St  iiiiiiimiiimiiiii 


O^C  (0»o  O^O 

You  Can  Minimize  Overhead  Repair  Work 

and  successfully  cut  maintenance  costs  if  you  turn  to 

The  Macallen  Line 

of  strain  insulators,  hangers,  splicing  ears,  crossings,  and  other  over- 
head material. 

They  are  "specialty"  products,  designed  and  built  to  make 
"Macallen"  the  standard  on  American  railways. 

It  will  pay  you  to  write  for  information  and  prices. 

Tlie  Macallen  Insulating  Joint       (if^S 

Adopted  by  principal  air  brake  manufacturers  as  part  of  their  standard 
equipment.  Also  insulates  steam  pipes,  etc.  Shell  is  seamless  drawn  steel, 
nipples  are  machined  from  steel  rod,  and  insulating  material  is  Macallen 
Vulcanite  Compound,  not  affected  by  heat  or  oil — practically  indestructible. 

May  fFe  Send  Our  Catalogf 

The  Macallen  Company 

Macallen  and  Foundry  Sts.,  Boston 

iiiiiiiiiiiiiiiiiiiniiiiiiiihiiiiiiiimmiiiiiiiiiiiiniiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiniimiiiiiiiiiimiiiiiiimiimiiiiiiiinimiiiraiimiimiiiiiiiiiiiiiimiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiii^  iiiiiiiiiraiiiiiiimiiimniiniiS 


Byllesby 

Engineering  &  Management 

Corporation 

208  S.  La  Salle  Street,  Chicago 
New  York  Tacoma 


KELLY,  COOKE  &  COMPANY 

Engineers 


14»  BROADWAY 
NEW  YORK 


424  CHESTNUT  STREET 
PHILADELPHIA 


THE  COAL  &  IRON  NATIONAL  BANK 
of  the  City  of  New  York 

Capital  $1,500,000 
Surplus  $1,000,000  Und.   Profits  $363,051 

Resources  $23,743,000 


Offers  to  dealers  every  facility  of  a  New  York 
Clearing  House  Bank. 


ENGEL  &  HEVENOR 

Incorporated 

TRACK 

Engineers-^^onstructors — Maintenance 

Appraisals^Vednatior^— 'Rehabilitation 

Steam  and  Electric  Railroads 

Estimates 

220  BROADWAY,  NEW  YORK 


DAY&ZIMMERMANN.Inc. 

D/tsi^n.    Construction 
1{eporis,  Valuations,   "Management 

PHILADELPHIA    Chicago 


NEW  YORK 


SANGSTER  &  MATTHEWS 

Consulting  Accountants 

Valoation  and  Bate  SpnjialUU 

Depreciation  Consolidations  Rate  Schedules 

Reports  to  Bankers 

25   Broadway,   NEW  YORK 

134  South  LaSalle  Street,  CHICAGO 


E.W.  CLARK  &  CO.  MANAGEMENT  CORPORATION 

Engineers 

Unit  Power  Plants  insure  low  power  coiti 
Huntington  Bank  BIdg.,  Columbus,  Ohio 


28  ElectricRailwayJournal  November  5,  1921 


TODAY  there  is  a  definite  turning 
of  the  tide  in  the  business  and  indus- 
trial activities  of  the  country.  This  up- 
ward swing  of  the  business  pendulum 
is  clearly  defined  to  those  who  can  read 
the  economic  signs  of  the  times.  It  is 
in  the  bank,  the  railroad,  the  postoffice, 
the  mill  and  the  field.  And  it  calls  for  a 
spirit  of  optimism,  an  attitude  of  self- 
reliant,  forward-looking  confidence  on 
the  part  of  the  business  men  of  the 
country. 

Calvin  Coolidge. 

From  letter  to  Boston  Chamber  of  Commerce. 


Electric  Railway  Journal,  10th  Ave.  at  36th  St.,  New  York,  N.  Y. 


November  5,  1921 


Electric    Railway    Journal 


29 


The  Conductor 
and  His  Job 


Your  conductors  are  in  a  position  to  gain 
and  keep  the  good  will  of  the  public  and 
to  build  up  business  for  you.  Give  them 
a  chance. 

The  Ohmer  System  of  fare  collecting 
and  fare  accounting  places  the  conduc- 
tor in  the  position  of  a  responsible  sales- 
man of  transportation  and  he  soon  learns 
that  the  better  he  serves  your  interests 
the  better  he  serves  himself. 

The  Ohmer  System  gives  him  means 
for  indicating  and  recording  each  trans- 
action as  it  takes  place.  This  is  good 
business.  Every  successful  merchant 
knows  it  is  the  best  way  to  handle  sales. 

The  Ohmer  System  points  out  to  the 
management  the  characteristic  tenden- 
cies of  each  conductor  and  indicates  the 
sort  of  discipline  which  will  do  the  most 
good.  The  Ohmer  System  stands  for 
the  best  of  modern  business  methods 
applied  to  city  and  interurban  electric 
railroading. 


Ohmer  Fare  Register  Company 

Dayton,  Ohio 


30 


Electric    Railway    Journal 


November  5,  1921 


Hand  Brake  or  Air 
Brake — You  Want 
Your  Pins  and 
Bushings 

BOYERIZED 


When  "the  sum  of  the  forces 
delivered  to  the  brake- 
beams  of  the  left-hand 
truck  is  equal  to  10,308  + 
10,308  lb.;  that  is,  20,616 
lb.,  the  sum  of  the  forces 
delivered  to  the  brake- 
beams  of  the  right-hand 
truck  is  also   known   to  be 


20,6\6  lb.' 


il 


10,308  Ik. 


And  so  on  continued  Mr.  H.  M.  P. 
Murphy  in  another  of  his  excellent 
brake-rigging  articles,  this  being  from 
the  April  16  "Determination  of  Forces 
on  Eccentric  Levers  and  Bell  Cranks." 

Now  what  about  those  little  connectors 
in  the  brake  rigginjg?  The  pins  and 
bushings? 

Are  you  sure  that  they  will  safely  stand 


the  tug  and  pull  of  these  20,000  lb.  forces 
and  more  if  made  of  nothing  better  than 
untreated  or  unequally  treated  steel? 

Wise  operators — and  most  of  them 
are  wise — ^know  that  such  forces  are 
not  to  be  trifled  with  for  the  sake  of 
saving  a  few  cents  in  maintenance  with 
the  chance  of  losing  many  dollars  in 
shopping  time  and  accident  cost. 


That's  why  the  mark  of  a  "Safety  Always"  electric 
railway  is  Boyerized  Pins  and  Bushings  plus 

Boyerized  Stag  Brand  Manganese  Brake  Heads 


Brake  Hangers 
Brake  Levers 
Pedestal  Gibs 


Brake  Fulcrums 
Center  Bearings 
Side  Bearings 


Spring  Post  Bushings 

Spring  Posts 

Bolster  and  Transom  Chafing  Plates 


Bemis  Car  Truck  Company 

Electric  Railway  Supplies 
Springfield,  Mass. 

REPRESENT  ATI  VES : 

D.  L.  Beaulieu,  P.  O.  Box  3004.  Boaton.  Mass.  P-  F.  Bodler.  903  Monadnock  Bid?.,   San  Prandseo.  Cal. 

J.  H.  Denton,   1328  Broadway.  New  York  City.  N.  T.  W.  P.  McKenney.  54  First  Street.  Portland.  Oregon. 

A.  W.  Arlin.  772  Pacific  Electric  BldR.,  Los  Angeles.  Cal. 


November  5,  1921 


Electric  Railway  Journal 


No  man  is  big  enougli 
to  sing  a  duet 


YOU  are  in  charge  of  certain 
equipment.  And  because  that's 
your  job,  you  know  more  about 
it  than  anyone  else.  But  you  simply 
cannot  know  thoroughly  'ALL  the 
fundamentals  of  EVERY  branch  of 
your  work — no  man  can.] 

Take  the  lubrication  of  that  equip- 
ment, for  instance.  You  know^that 
end  of  it  pretty  well. 

But  can  you  possibly  know  it  as  well 
as  a  group  of  men  who  have  spent 
years  in  perfecting  their  knowledge  of 
this  highly  specialized  branch  of  en- 
gineering science?  And  markjyou, 
we  say  a  group  because  "no  man  can 
sing  a  duet."  And  so  when  a  Texaco 
Lubrication  Engineer  makes  a  recom- 
mendation as  regards  the  kind  or 
quantity  of  lubricating  oil  to  use,  he 


is  not  speaking  only  with  the  author- 
ity of  his  own  experience,  for  back  of 
him  is  the  collective  experience  of  a 
group  of  men  who  have  been  testing 
and  observing  lubricants  on  every 
possible  type  of  power  unit  or  ma- 
chine in  the  country — in  fact  all  over 
the  world. 

So,  if  you  have  any  lubrication  prob- 
lem— and  every  road  has  them  once 
in  a  while — talk  to  our  engineers 
about  the  matter.  Or  write  us. 

Most  careful  attention  will  be  given 
to  any  communication  of  this  nature 
and  we  know  that  we  can  furnish  a 
prompt  and  satisfactory  solution  to 
any  problem  relating  to  the  selection 
of  lubricants  for  any  purpose.  Do  not 
hesitate  to  call  on  us.  „That  is  what 
we  are  here  for. 


^/id  Remember: — 

ITHERE  IS  A|TEXACO  LUBRICANT  FOR  EVERY  PURPOSt, 


THE  TEXAS  COMPANY 


DEPTR- J'  17  BATTERY  PLACE  »NEW  YORK  CITY 

HOUSTON  -  CHICAGO  -  NEW  YORK 

OFFICES  IN  PRINCIPAL  CITIES 


82  ElecteicRailwayJournal  November  5,  1921 

snwiiiiiiiuiiiiiiuiiHiiiiiHiiiiuiniiuiiunuiiiiuiMiiiiiiiiuiiiimniiuuwimuiiiinimHiHimiiiuraimiuim  iiijjjjiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiimiiiiiiiiiiiiiiiiiiiiiiiiiijjiiiiiiiiiiiiii iiiiiiiiumiiiiiiiiiiiiii iiiiii iiiiiic 


"STANDARD" 


Steel  Tires 

Steel  Tired  Wheels 

Solid  Rolled  Steel  Wheels 

O.  H.  Steel  and  Malleable  Iron  Castings 

Solid  Forged  Gear  Blanks 

Steel  Forcings  Iron  Forgings 

Forged  and  Rolled  Steel 

Pipe  Flanges 

Ring  Dies 

Rings 

Roll  Shells  Steel  Springs 

T  O  T  "The  'Standard'  Brand  on  your  material  t  ^  "^ 

^•^"^i^M^  is  an   assurance   of  eventual   economy."  N^ON.^ 

•RAMO  *^  BRAND 

•-■■■■ 

STANDARD  STEEL  WORKS  CO. 

GENERAL  OFFICES 

500  NORTH  BROAD  ST.,  PHILADELPHIA,  PA. 

CHICAGO  RICHMOND  MONTEREY,  MEX. 

ST.  LOUIS  SAN  FRANCISCO  MEXICO  CITY 

HAVANA,  CUBA  NEW  YORK  LONDON,  ENGLAND 

;*ST.  PAUL  HOUSTON  PARIS,  FRANCE 

•miiiiniiniimimiiiiiiiiniiniiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiniuMiiiiiiiiimumimiimiiiiiiiiiiiiiiminiiiiMHiiiiiimMiiiuiniiiniimimniiiiimiiiiiiimiiiiinim  iiiiiiiiinimiiiiiiiiifliiiiiiiiiimuniiiiiitiiniiiniiiinimiuiiiiiiiniiiniiuiiiii 


'WPtHII^ 


November  5,  1921 


Electric    Railway    Journal 


Standard  Helical  Gears 


Ground  Pinion  Bores 

assure  a  correct  fit 
on  armature  shaft 
and  prevent  injury 
to  the  shaft  taper. 


All  Westinghouse  EUctric  and 
Mfg.  Co.  District  Offices  are 
Sales  Representatives  in  the 
United  States  for  Nuttall 
Electric  Railway  and  Mine 
Haulage  Products, 


84 


Electric    Railway    Journal 


November  5,  1921 


Getting  Too  Hot  in  Winter! 


Sounds  strange,  doesn't  it?  But  it's  the 
time  that  motors  are  more  apt  to  get 
overheated— ^in  winter  when  snow  and  ice 
make  the  going  SO  much  harder,  pulling 
heavier  and  heavier  currents  through  the 
coils. 


It's  then  that  the  old  dried-out  insulation, 

as  well  as  poor  quality  insulation,  breaks 

down.      Schedules  are  hopelessly  upset, 

Icars   laid  up  and  the  public  begins    to 

{grumble  bitterly  about  service. 


Prevent  Such  Troubles  with 

IRVINGTON  INSULATION  PRODUCTS 

Oiled  Silk^ — Varnished  Paper — -Black  and  Yellow  Varnished  Cambric — • 
Slot     Insulation — Insulating    Varnishes — High    Dielectric    Paper,    etc. 


Irvimgton  Varnish  a  Insulator  (S' 

Irviixoton,  NewTersey. 


Established  1905 

Diatribatora: 
MITCHELL-RAND  MFG.  CO.,  New  York  City 


L.  L.  FLEIG  &  CO.,  Chicago 
T.  C.  WHITE  ELECTRICAL  SUPPLY  CO.,  St.  Louis 
CONSUMERS  RUBBER  CO.,  Cleraland 


TRADE  rlAHK 


iiiiiiijriijiiiuiiiiiijiujiujUHuuiuiiuJuiuujiiiiuiiiuuujiuiiiiiujiujjiuiujiuiuijnuiijijiiiiMiiiiiihiiuiujiiuiiiJiujjiMJuiiiujiiiuMuiinijjiijiiHjiuuiJiuuiHjiiuiiiiiiJUJJiuiiiJuiiuiiiuiiniJiuiuJiuiuiJii 


Type  R-5.    Double  Register 


Manufacturers  of 

Single  registers,  round  and  square; 
double  registers,  duplex  counters,  car 
fittings. 

Exclusive  selling  agents  for 
HEEREN  ENAMEL  BADGES 


International 
Fare  Registers 

The  most  effective  fare  collection  system  is  not  com- 
plete without  a  final  visible  and  audible  fare  registration 
on  overhead  registers. 

Cars  equipped  with  money  counting  fare  boxes  need 
this  visible  and  audible  registration  of  the  fare  register 
as  an  additional  check  against  the  fare  box.  Where 
non-registering  fa,re  boxes  are  used  a  fare  register 
affords  the  only  method  of  checking  against  the  fare 
box.  Only  by  their  use  can  the  registration  of  paper 
tickets  and  transfers  be  made. 

International  Fare  Registers  have  been  serving 
Electric  Railways  and  City  Systems  for  25  years.  The 
test  of  long  service  has  established  them  as  the  standard 
equipment  for  this  use. 


The  International  Register  Company 

15  South  Throop  Street,  Chicago,  Illinois 


iiiiiuiiiiiiiiiiiilliiifiiiiiiiiiiiniiiimiiiiminiiiiiiiniinuiimniiiiuiiiiiiiiiMuiiiiiiiniiiuiiiiiuiiiiiiiiiiimiiiiiiii 


uiiHiiiiiniiiiiiiiiiiijiiiiiiiuiimiimiiiiiiuniiiiiiiiiiiiiiiiminiiiiiiiiiiiiiuiuiiiiiiiiiiiiiiiiii iiimniiiiimiiiiiiiii niiiuiiiiiiiiiiiiiiiiiimiimiim 


November  5,  1921 


Electric  Railway  Journal 


36 


READING 

COMPROMISE 
or-  STEP  JOINT 


Don't  compromise  on  your  choice  of 
a  compromise  joint. 

A  COMPROMISE  joint  in  your 
track  may  be  a  potential  source 
of  trouble.  Protect  yourself  by  using 
Reading  Compromise  or  Step  Joint. 

They  are  made  of  the  highest  quality 
heat-treated  cast  steel,  and  are  designed 
to  resist  the  wear  due  to  pounding  and 
working  of  the  rail  ends  under  heavy 
traffic. 

This  cast  steel  joint  is  ready  to  fit  in 
place  as  soon  as  cast — no  punching  or 
working  of  the  cold  metal  after  casting. 
Made  for  all  Sections  of  Girder  and 
Tee  Rail. 

Write  for  particulars 

AMERICAN  CHAIN  CO.,  Inc. 


AC 


Chicago 


■AC 


Reading  Specialties  Division 
Bridgeport,  Conn. 

District  Sales  Offices: 
New  York  Pittsburgh  Boston  Philadelphia 

Portland,  Ore.  San  Francisco 


Bates  One-piece  Poles  Are  Artistic 

Perhaps  Art  is  a  secondary  consideration  when  you 
plan  your  pole  line  construction,  but  it  cannot  be  dis- 
regarded— especially  when  these  poles  are  to  be  installed 
in  exclusive  residential  districts  or  on  your  business 
blocks. 

The  combination  of  great  utility  and  art  with  the  low- 
est first  cost  makes  the  Bates  Poles  desirable  for  all  types 
of  pole  line  construction. 

Onr  New  1921  TREATISE  AND  HANDBOOK  seat  npon  request. 

I  teel  I  russ  ^     chicaoo,  ilunoir 


lates 


Ixpanded 


36 


Electric    Railway    Journal 


November  5,  1921 


WHEN  RAILWAY  MEN 

in  general,  study  the  question 
of  wood  durability  for  other  pur- 
poses, as  carefully  as  Railway 
Signal  men  have  studied  it  for 
Trunking  and  Capping,  there 
will  be  a  lot  more 

••ALL-HEART'' 

"TIDEWATER" 

"THE  WOOD  ETERNAL" 

used  for  Fencing,  Ties,  Cross- 
arms,  Car  Material,  Station 
Construction  and  similar  railroad 
requirements,  to  the  very  great 
economy  of  the  companies  using  it. 

The  long  service  which  '^All- 
Hcart'^''  Cypress  gives, 

SAVES   LABOR   COSTS 

FOR  RENEWALS  AND 

REPLACEMENTS 

— big  items  in  themselves. 

^' All-Heart'^''  Cypress  comes 
nearer  being  decay  proof  than  any 
other  wood. 

This  mark -^^SK  on  every  tim- 

■JkiB  HO  Iks  U  S  MO*n 

her,  board  and  bundle  of  Cypress 
is  your  insurance  of  true  replace- 
ment economy. 

The  data  in  support  of  these 
facts  will  be  promptly  furnished 
upon  request. 

SOUTHERN  CYPRESS  MFRS/  ASSN 

1265  Poydras  Building,  New  Orleans,  La.,  or 

1265    Graham   Building,   Jacksonville,    Fla.  C°^ 


Anoth 


er 


"Up  to  the  minute"  test  on 

"Tool  Steel" 

VS. 

Special  Quenched 


The  "Tool  Steel"  pinion  wore 
out  after  239,136  miles. 

Special  quenched  pinions  wore 
out  in  50,000  to  60,000  miles. 

The  History  of  the  Test: 

In  Dec,  1917,  test  was  started  to 
demonstrate  if  "Tool  Steel"  could  meet  the 
guarantee  of  50*^  greater  life.  (Guarantee 
has  since  been  increased  to  75%  greater). 
Car  No.  14  was  equipped  for  test  with 
"Tool  Steel"  gear  and  pinion  on  one  motor 
and  quenched  gear  and  pinion  on  another. 
Micrometer  measurements  were  taken  and 
in  the  first  29,778  miles,  the  relative  wear 
on  the  pinions  was  .020  in.  to  .078  in.  The 
quenched  pinion  was  removed  and  scrapped 
between  50,000  and  60,000  miles.  (Exact 
record  was  lost.  This  mileage  checks  with 
the  fact  that  it  was  half  worn  in  29,778 
miles,  also  with  average  mileage  they  were 
obtaining  for  similar  pinions  on  other  cars) . 
The  "Tool  Steel"  pinion  was  worn  out  in 
239,136  miles. 

4  to  1 
and  we  guaranteed  75%  greater  life! 

The  Tool  Steel  Gear  CS,  Pinion 
Company 

Cincinnati,  Ohio 


November  5,  1921 


Electric    Railway    Journal 


37 


Synchronous  Motor -Generator 

Sets 


7S0    kw.,    250/275    Volt    D.    C,    2200    Volt,    60    Cycle, 
720   R.P.M.    Synchronous   Motor   Generator  Set. 


OF  ANY  CAPACITY 

AND  FOR 

ALL  CLASSES  lOF  SERVICE 

Synchronous  Motor  can  be 
furnished  for  Power  Factor 
correction    when     desired. 

Write  for  Bulletin. 


ALU/-CHALMER/  MANUFACTURING  COMPAHf 


Milwaukee,  Wisconsin 

District  Offices  in  All  Principal  Cities 


38 


Electric    KailwXy    .Touen-al 


November  5,  1921 


Sprague  Rotary  Track  Sanders 


For  Safety  on  Slick  Rail 

Every  time  you  press  the  foot  pedal,  a  positive 
mechanical  action  forces  sand  out  of  the  drum. 
It  doesn't  depend  on  gravity  to  get  it  started. 
Sand  won't  stick  or  clog  with  this  equipment. 
The  motorman  knows  "it's  there." 

You  need  reliable  Sprague  Sanders  on  every  car 
to  prevent  accidents  on  slippery  rails  which  come 
with  Winter  weather. 


Write  for  details  and  prices. 


TRADE 


Albert  &  J.  M.  Anderson  Mfg.  Co. 


MARK 


Established  1877 

289-293  A  St.,  Boston,  Mass. 

Braiuhes — New  York.  135  B'way.  Philadelphia.  429  Real  Estate 
Trust  Bide.  Chicago.  105  S.  Dearborn  St.  London,  W.  I., 
101  Tottenham  Court  Road. 


Rce.  D.  S.  Pat.  Off. 


ILEGI  JTERED 


lllllllllllllllllllllllllllllllllllllllllllllllllllllilllllllllllllllllllllllllillllilllH 


You  Can  Bend  Rails  Quickly  and 

Economically  With  a  Watson-Stillman 

Hydraulic  Rail  Bender 


The  portable  rail  bender  shown  herewith  is 
designed  for  use  on  the  road.  It  is  equipped 
with  interchangeable  formed  bending 
blocks,  and  will  make  any  bend  without 
buckling.  The  hinged  yoke  permits  the 
rails  to  be  put  in  sidewise.  It  can  also  be 
used  for  other  heavy  bending. 

We  build  many  other  handy  tools  for 
the  railway  shop.  Such  as:  Crank  Pin 
Presses,  Wheel  Presses,  Forcing 
Presses,  Forging  Presses,  Jacks,  Pit 
Jacks,  Punches,  Shears,  Pumps,  Accu- 
mulators, etc. 

Write  for  Catalogs. 


The  Watson-Stillman  Co.,  46  Church  St.,  New  York 

Chicago:    McCormick    Building  Philadelphia:    WIdener    Building 


Hydraulic  Portable  Rail  Bender 


November  5,  1921 


Electric    RAiLw AY    Journal  89 

giiiiiiiniiiiiiiiiiiuiiiiiiniiiiiiniiiiiiiiiiiinimnnniiimininiiniiniiiiininniinininiiminnniiiinRHiinnnRninimB 


n 

From  trolley  wheel  down 

BAYONET 


Wheels 


of  fresh  pure  metals  only.     Cast  and  turned   to  finest 
accuracy   and   balance.     Longest  life   assured. 


Harps 


Quick  detachable — only  10  seconds  to  make  the  change. 
Their  fine  construction  makes  these  harps  real  money- 
savers. 

Bases 

with  the  one-minute  pole  clamp.  A  complete  change 
in  less  than  60  seconds.  Worth  something  under 
present  conditions  in  car  shops,  isn't  it? 

They  provide  the  maximum  freedom  of  motion  and 
the  correct  pressure  at  any  angle  of  pole.  Long  ex- 
tension springs,  self-lubricated  bushings  and  roller 
bearing  swivel.  Note  construction  details  in  the 
illustration  below. 

From  roof  to  wire — -one  high  class 
standard. 


Budmarsz 


In  Persia,  the  woman  who  is  budmarsz,  or  unfaithful,  to 
her  husband  is  truly  S.  O.  L. — if  caught. 
There  is  a  famous  well  at  Shiraz,  supposedly  the  original 
of  that  described  by  Sinbad  the  Sailor,  which  is  reported 
to  be  bottomless;  and  it  is  into  this  well  that  unfaithful 
women  are  cast  should  their  husbands  wish  to  make  public 
examples  of  them.  Usually,  however,  they  are  privately 
drowned  to  avoid  scandal. 

A  typical  example  of  how  the  Orient  solves  its  problems! 
Instead  of  curing  unfaithfulness  they  obliterate  the 
offender;  instead  of  letting  a  woman  adjust  her  femi- 
nine characteristics  to  the  proper  masculine  surroundings 
they  cart  her  off  and  treat  her  like  a  stray  cat. 
Most  operators  will  agree  that  women  should  be  chosen 
for  men,  as  Morganite  Brushes  are  applied  to  motors, 
i.  e.,  they  should  be  prescribed. 
Positively  prevents  sparking. 


Main  Office  and  Factory: 
519  West  38th  Street,  New  York 


Bayonet  Trolley  Harp  Co. 


Springfield,  Ohio 


=  ElectrlcPowerEquIpmentCorp., 

3      13th  and  Wood  sw.,  Pblla- 

s      delphla. 

=  Electrical  Engineering  A  Mfg. 

=      Co.,  909  Penn  Ave.,  Pltts- 

=      burgh. 

=  R.  W.  Llllle  Corporatloo, 

S      176  Federal  Street,  Buton. 

S      Mass. 

S  W.  R.  Hendey  Co..  Hoge  Bldg., 

=      Seattle. 


DISTRICT  ENGINEERS  AND  AGENTS: 

Hersog  Electric  &  En 
Co.,    ISO    Steuart 
FranolKo. 


,»S50fv, 


[loeertng 
it.,    San 


Special  Service  Sales  Company, 
S02  Delta  Bldg.,  LotAngelea, 
Calirornla. 

Railway  &  Power  Enttneerlng 
Corporation,  Ltd.,  Vii  East- 
ern Ave..  Toronto,  Ontario, 
Canada. 


illimUNinillllll 


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40 


Electric    Railway    Journal 


November  5,  1921 


R.^ 


H.^ 


TAYLOR  REDUCED  HEIGHT  TRUCK 


TAYLOR  R.  H.  TRUCK 

Mounted   on   26-in.  Wheels   with   Springs  Over  Journal   Boxes. 
Designed  to  Mount  Centre  and  End  Entrance  Cars  Low  Down. 

SWING  MOTION  AND  FULL  ELLIPTIC  SPRINGS 

Wheel   Base   5   ft.  2   in.      For  Car  EASY  Journals  2H  x  7  M.  C.  B.  Type. 

Bodies  weighing  16,000  to  22,000  lb.  RTDTlVr^  Height  from   Rail  to  Body  Bolster, 

Motors  Inside  Hung.  rvxi^li>lVJ  22f4  in.     Brakes  Inside  Hung. 

TAYLOR  ELECTRIC  TRUCK  CO.,  TROY,  N.Y, 

SPECIFICATIONS  ON  REQUEST  Established  1892  SEND  FOR  PORTFOLIO 


The  Field  of  the  Safety  Car 

Do  not  assume  that  the  recent  rise  of  the  motorbus  means 
any  lessening  of  the  need  for  railway  service.  But  it  does 
mean  a  greater  need  than  ever  for  the  most  economical  oper- 
ation, consistent  with  frequent  and  good  service. 

And  that  means  St.  Louis  Quality  Safety  Cars — more  of 
them  than  ever  before — to  replace  inefficient  old  style  cars, 
and  to  give  more  and  better  service. 

St.LouisCar  CDmpany 

Sb.Louis,  Mo. 
''TheBii'thplace  oP the  Safety  Cor  " 


Hiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiin^^^^^^^^^^^ 


November  5,  1921 


Electric    Railway    Journal 


41 


Griffin  Wheel 
Company 

McCormick  Building 
Chicago,  III. 


GRIFFIN  F.  C.  S.  WHEELS 

For  Street  and  Interurban  PLailways 

All  of  our  plants  have  adequate  facilities  for  fitting  wheels  to  atles 


Chicago 


Detroit 
Denver 


FOUNDRIES: 

Boston 

Kansas  City 

Council  Bluffs 


St.  Paul 
Los  Angeles 


Tacotna 


^iimilllltlliuinniiniiiiliiniiniiiiliiiiriiiiiiiiiiiitiiiniitriiiiiiiiiiitiiiriitrMjiiiiiuiiiiiiiiitiiiiiiiiiiiiiiilrliniiiililillilllMlllllllllimiiC    u'liiminilllllllltiimiiiiilllllltllMliiiiiilllllimillllllllllliuilluillllHlllimillllllllllllllllllllilimiiillimillllltllllililltllllllllHilillllllg 


VAN  DORN 
Couplers  and  Draft  Gears 


rteelWhlil 


!  American  S  te^SflFoundries 

I  NEW  YORK  CHICAGO  ST.  LOUIS 

'iltinulliiiiiuiiiittiitiiiiiiiiiiiiiriiiiitiiiiniiiiiiiiniiitiiiiiiiiiiiiiiiiiiitiiiitiiiiMiiiiiiiiiiiiiiiitiiKiiiiiiiiirtiiiiiiiiiiiiiiiiiiiimiiiiitiiii 


Van  Dorn 
No.  796  Radial 
M.  C.  B.  Coupler 

Vertical    Pivoting 


For  heaviest  interurban  service 

VAN  DORN  Vertical  Pivoting,  Radial  M.C.B.  Coupler 
is  very  desirable  equipment  where  short  radius  curves 
and  abrupt  grade  changes  are  common.  Where  in- 
I  terurban  lines  enter  cities  and  operate  around  short  radius 
I  curves,  this  Coupler  is  very  advantageous, 
i  The  No.  796  has  a  free  lateral  swing  of  over  120  degrees 
I  and  will  function  without  binding  on  curves  of  as  small  a 
i    radius  as  35  feet. 

i    The  vertical  pivoting  head  prevents  binding  of  knuckles  and 
i     relieves   all   other   than   normal   platform   strains   from   car 
I    platforms   when    train    is   operated    over    abrupt   breaks    in 
I    grade. 
I    Double  Hercules  spring  draft  gear  is  very  effective  in  ab- 

Isorbing  shocks  and  makes  train  move  as  smoothly  as  one  car. 
Van  Dorn  No.  796  equipment  is  now  in  use  on  many  impor- 
I  ant  properties  having  severe  operating  conditions— and  with 
i    pronounced  satisfaction. 

I  Full  information   furnished   without   any   obligation. 

3 

I        Van  Dorn  Coupler  Company 

I  2325  So.  Paulina  St.,  Chicago,  111. 

lllllllllHII UIIIIIIIJMJIUI lllllllllllillHIIIIIMIIir ill lllllJlMllllimimunillKIIIIIIIHlllllHIII WMlMMIimriimi^ 


42 


Electric    Railway    Journal 


November  5,  1921 


vniimntriniiuMfi iiihiniMiMMiiiiiKiniiKMnilHMiiMiiitiiiMiMiiMininifiiifi iiciiiMiiMiriui iitillllliillllir      viiiltlllllliillHilllllimilllllHIllllllllltllllllllUttllllinMllllllllHN 


IIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIllHllllltillllllllllllllllllllflllUllinn 


KERITE 


1 


£//iijx>  £' ciou^Auk'j/'er/i 


PI    NACHOD 
SIGNALS 


§  I 


0 


KERITESS^COMPANY 


new"vork: 


C  M  I C  A.GO 


3 


rilllllHIIimtlllllllllllltlllMIDtlllllltllHIIIlllHllllllltllllllltlltllllHIUIIIIIItUlimilliniliiliiiitllilr tiim iiiiiHiliilllilHllllHllllff 

aiiiiiiiiiiiiniuiMiiiiitiMiiiiiiiiiiiiiiiiniitiMtiiiniiiiiiiiimiiiiiiiiiiiumiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiuiiitiiiiiiiiiiiiimiliiniuiiMr^ 


for  single  track  permit 
several  cars  to  follow 
thru  the  same  block, 
but  prevent  an  opposing  movement  until 
every  car  has  passed  out  of  the  block.  Buy 
them  for  use  with 

SAFETY  CARS 

They  keep  the  operator  in  the  car,  prevent 
delays  at  meets,  speed  up  the  schedule,  de- 
crease the  headway  and  bring  in  the  revenue. 
They  are  always  at  their  post,  ever  watchful, 
never  forgetful,  in  rain  or  snow,  day  or  night, 
winter  or  summer,  unerring  in  their  duty. 
And  for  all  this,  Nachod  Signals  need  but  a 
little  attention.  Learn  the  good  things  of 
CD  Signals  from  Catalog  719. 

Nachod  Spells  Safety 

in  signals,   bells  and  headway  recorders 

NACHOD  SIGNAL  CO.,  Inc. 
Louisville,  Ky. 


iHiiiiiiiniiiiimimiiiniMiiiiiitiiiiiimiiuiiHiimmiiiiimiiiiiiitiiiiiiiimiiiitiiMiiMiiiiiiiiiiiiiiMiiMiiiiiiiHiiiuiiiiii^ 
si'tnitrntiiiiiiiiiiiiiMiMiiiiininiimimimiitiimiinimiitiiimirHtiiiHiitMiHiiiHiiuiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiH 


AMELECTRIC  PRODUCTS 


S     =      No.  2 


BARE  COPPER  WIRE  AND  CABLE 


TROLLEY    WIRE 


WEATHERPROOF  WIRE 
AND  CABLE 


a«.  u.  8.  p.t.  oaiM  PAPER    INSULATED 

Galvuized  Iron  «id  Ste.l  UNDERGROUND  CABLE 

wire    and    Strand  

Incandescent    Lamp    Cord 


MAGNET   WIRE 


AMERICAN  ELECTRICAL  WORKS 

PHILLIPSDALE,  R.  I.  I 

BMton.    176    Federal:    Cbtcago,    111    W,    Adami;    ClneinntU.    Traction    Bide.:       = 
Naw  York.  i3S   B'war:    San  rranclio*.   Ill   Howard:   8«attla.    101    lat  ATa.   8a.       | 

lllllllllllllllltllirtllltlll(1llltlllllll1lltlllllllllUIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIIII11MIUIIIIIIItllllllltllli(lllllllllllMltMIIIIHMI1IIIMIi;!tlllir 


iM|imriiiiiiriiiriiinimiiiiriiiiijir ri[i[i][riiiiriiiiimiir iiiuiiimiiiimuiiiiiiiiiiin iLiirillliiiriiiriiiiriiiriiiiiiiinig 


'4m  ^ 


Am 


Electric  Railway 
^_         Automatic 


Signals 


for  Accessibility 
and  Reliability 

"American" 

JNSVLATING 

iTcc 


M 


^oiHFAnnr. 


Pliiladflphia,  New  York,  Paria,  Bncland    | 

Sates  Agents:  = 

Electric  Service  Supplies  Co.      | 

Philadelphia.  New  York  Chicago  | 
^iiniiitiiniiiitiiiiiiiniiMiiiiiiiiiriinlitiliiiiiniiiniiniiniiniiiiMittliliiiiniiHiiirilluiluiiimiirliiiiiiniiiiiiniiiiiiniiiiiiiHliliilluilff 
aiiiiiiiiiiiiiiimiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiuiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiimiiiiiiii' 


ROEBLIND 


Electrical 
Wires 

and 
Cables 


^iiiiiiiiiiiiiiiiiiiiiiiniiiiiniiiiiiiiiiiiiiiinminnniimiiitiiniimiiiiimiiHiiiniiniitiiittiiiiiiiniiiiiiiiiiniiiniiitriiiniiHiiiiiiiinnii 
^iniiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiniiiiiiitiiiiiiiiMiiiiiiiiiiiiiiiiiniiiiiiiiiiitriiiiinMiiiiirriiiiiMiriiiMiiiiiniiiiiiiiiiiiniiiiiiiniiitiiiniiii]^ 

I  Copper  CuiVAiSrEELGoHiv^NYl 

f|2S?£fWESTERN  SALES  REPRESENTATIVES!    = 
?  0.  ^^F  STEEL  SALES  C0RP0RATI0N.CHICA60,lli    I 


S  OFFICE  AND  WORKS 

I    RANKIN.  PA.    BRADDOCKR 

I  NEW  YORK  SALES  OFFICE'.  30  CHURCH  STREET.  NEW  YORK  CITY 

I    COPPERWELD  y^ire—madr  by  the  Molten  fVelding  Prtcns 

1  Bare — Weatherproof — Strand — Twiated  Pair — Naila 

^iinMntiiiiirawiiiiiiiifiiHiiifiiiniiiiiiiiMniiiuiiiiitHiiiiiiHiiitiiiiiiiiriiitiiiiiitniiriiiniiniiitiiniiitiinMniimniiiiMiimimiiiir 


I         JOHN  A.  ROEBLING'S  SONS  CO.,  Trenton,  N.  J.         | 

^iiiiiii-iiiiiMiiiiiiiiiiiiiiiiiiniiiiijiiijiiiiiium iiiiiiimimiil iiiiiiiiiiiiuiiMiiiiiiMiiiiurwiiijiiiliiiiiiiiiiiniiiiiriiiiiimiiiiiS 

1, II iiiiiiiui:,iiii I t iiiiii iiiiiiiiiiitniiiiini iiiiiiiii iiiii iiiniiiiiiiMiiiiiiiiniiiiiiuniiiiiiii| 

Chapman        ^^)  | 

I  Automatic  Signals 

I  Charles  N.  Wood  Co.,  Boston 

ir      liriiniiiiuiiiMniiiiHiitiiiiMiiiuiiiitiiiHiiiiimiiiHiiiiniiuiiiMiiiiiiiiiiiuiiiiiiiiiiiitiiiiiiiiiMiiimiiiiiiiiiiiinhimmunniuHiu^ 


November  5,  1921  ELECTRIC    R.ailway    Journal 

aiKiiiuuiiiiiiiiiiiiiuiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiJiiiiiiiimiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii U!      g««n uimiiiiiiiiiiiiiiiiiiiiiiiuiiimimmiii 


43 


iiMiiiiiiiiiumiimimiiiiiiiiiiitiiHUiM 


Rarbour-stockwel 

205   Broadway.   Canibridgeport,   M 
K<tabliih«d    1.S5S 


Mrtrjtjf.^cturor*   at 

Sp«cia!  Work  for  Street  Railways 

Froof&,  Crossings,  Switches  and  Mates 
Ttii-ncuts  and  Crwsa  Connections 

Kerwin  Portable  Crossovers  *  8 

Balkwill  Articulated  Cast  Riangraneso  Crossings 


American 
Rail  Bonds 


i^Tj^,/^Xtp^  ,PROMrTt.Y  ryRNiSHea 


nimiiiiiiiiiiiiiiimmiimii 
«iimiiiimiiiiiiiiiiimiiiiii 


iiiiiiiiiiiiiriiiiiiiuiiiiiiiiiiimiiiiiiiiiiiiiii 


GROWN 

UNITED  STATES 
TWIN  TERMINAL 
SOLDERED 
TRIPLEX 

Arc  Weld  and  Flame  Weld 

Send  for  new 
Rail  Bond  book 


""■■">" > iillllllllliilirillllllilliiiiiiiiiiiiillir rii liuriiiriiiiiiiiiiijiiiiriljlliuiliiiirir' 

RICO 

CONOMICAL  I 
FFICIENT 
I       RAIL  BONDS 

I      THE    ELECTRIC   RAILWAY    IMPROVEMENT   CO.       I 
I  CLEVELAND,  OHIO  '         f 

-riiiimiiiiiiiiiiitiiiiii iMiiiiiiiirMiiiiiiiiiiiir tiiiriiiiriiii ii i n iiniiiiiiiiiiiiiMiiiiniiiminiimiirniuiJ 

l""^"'"""""""""" """"" """iiiiiii'iiiiiiii niiriiJiiiiiuil niliiii iiiniliriiuiiiiiiiiiilllllllir      a'"i""i""iriMiiinmiiiri iiMiiriiiriiiiirriirriiirriiiiriinr i i iiiiin ,i,„„i niriiiiiiiiiiii iinmijjjjuiriiiiu 

I  ^  FECIAL  TRACICWORK 


American  Steel  &  Wire 

Company 


CHICAGO 
NEW  YORK 


.rfiiimiiiiiiiiiniiijiiiiiiiiiiiiiiiiiiiiiiiii iiiiiuiiiiiiiiimiiiuiiiiiiiiiiiiiiiiiiiiiiuii inimiiiiiiii i iiiiimii 


I  High-Grade  Track 
Work 

I  SWITCHES— MATES-FROGS-CROSSINGS 

I  COMPLETE  LAYOUTS 

I  IMPROVED  ANTI-KICK  BIG-HEEL  SWITCHES 

I  HARD  CENTER  AND  MANGANESE 

I  CONSTRUCTION 

I         New  York  Switch  &  Crossing  Co. 

I  Hoboken,  N.  J.  | 

■'■"'"""""""""" "" """""""iii"""""i""""iii"ii"iiiiniiniiirMiiiiiiiiiiiiirMiiiiiniiiiiiiiiiiiiiiiiiirHiiiriiiimiiiiiii 

I'""""""""'"""" ' """""""""iMji Ninninr'MimiiiiiiiiiiMimiiniir miiijiiiii mjimiiiiimiMimiui^ 

I      Nelsonville  Filler  and  Stretcher  Brick 
I  for  T  Rails  j 

I  Makes   permanent,    light,   level   pavement  I 

I  veith  a  minimum  of  paving  repairs.  I 

I  The  Nelsonville  Brick  Co.  I 

I  Columbus,  Ohio  | 

'^" """""•""' "" "MiirMjirriiTi,iiiri„i,iiFrriii,iirriiii iixilrriiriiiiiimiiiiiiniiiiriiiiii iilltllir nilllimrP. 

""""""""""""""" """""""iilmi" iriliirijiiiiiiMjiiiu iniiiriiiiiill liiiiiiiiiillllllllllll^ 

Peirce  Forged  Steel  Pins  i 

with  Drawn  Separable  Thimbles 

Your  best  insurance  against  insulator  breakage 

Hubbard  &  Company 


Of  the  luell-knoiun  WHARTON  Superior  Desidns 
a/r^/ Construction^^ 


StEEU  GvSTINGS 

Forcings 

GasCvlinders 

Converter  and 

Drop,  hammer 

SEAMLI.SS 

ELECTRIC 

AND  PRESS 

Steel         4 

I  |WM.WHARTONjR.€wCo.,lnc..Easfon.( 

(  Subsidury  of  Taylor-WKarton  Iron  ^  Steel  Co..  HiffK  Bndife.  N.  J. ) 

ORIGINATORS  OF 

(AN6ANESE  STEEL  IN  TRACKV/ORKJ 

ntlllHtrilliiliiiiitiiiriiiiiiniiitiMiiiiiiiitiiiiiiiiiiniiiiiitiiiiiniiiiijiiiiiiiiiiiiiitniiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiimiiiiiimiiiiiiitiijiiii; 
aiiiMiiimiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiHMiiniiiiiiiiiiniiiiiniiiiiiiiiiiiiiiiiiiHtiiiiiHiiMiiiiiiiiiiiHiiiiiiiiiiiiiiiiiniiiiiitiiiiiiriiiiiiiiiiiiHi, 

I  Transmission  Line  and  Special  Crossing 
I  Structures,  Catenary  Bridges 

I  WRITE  FOR  OUR  NEW  DESCRIPTIVE  CATALOG 

I  ARCHBOLD-BRADY  CO. 

I    Engineers  and  Contractors  SYRACUSE,  N.  Y. 

^iiiiiiiiiiuHiiiniiiiiHiiiiiriiiitiiiiiiiiiimiiiiiniiiiiiiiiiiimiliiiimillllillliiltllililltlill 


iiiiiriimiiiimiiiimiiiniiiiiiMiimmiiH 

anntiiir iti ii titmi niimlirimiliilirriiil iiiiiillllin illtr»lllltulllllllllntmilHlHllllilllillllllliimnuiHI1IB 


PITTSBURGH,  PA. 


'"■"" niiiniiiniiiiiiiiHiimiiHiiii iiii iiiiii iiiiiiiraii mmiiniiiNiiiimiiiii/ 


3|_ 

niiiiittiriiiinittiiiiiKnirriimiiniiiiiiiHiiiMimiiiiiiiiiiiiimiHiiiiiiiiiiimitiiiiimiiii 


Automatic  Ret  urn  Switch  Stands  for  fbssin^  Siding 

•    Automatic  Safety  Switch  Stands 
Mai^ancse  Consti  uction  •  Tee  Rail  Special  Wsilt    , 

RAMAPO    IRON    WORKS 

HILLDUIVN  -  NEW  YORK. 


44  ElecteicRailwayJournal  November  5,  1921 

giimiuuiimiiiHmimiuiiiiiiiiuimiiinmillUIIiminiiiiimiimminiiminMiiiiiiiiiiiiiiiiiiiiiiuiiuiiiiiiuiiiiiiniuliiitiiiliminn      iniiiiiiiiuiuiiiiuiiuuiiiuiuiiiiuiiiiiiiuuuiuiiiiuiiiiiu iiuiuiriMiiimiiiiniiiiiiiuiiiimiiiiiimiiuniiiiiimiminiiiiimiiiiiiic 


HTD    A  (~]'T'|(~)MQ    ||     7/ieCrKuUSreakera)iffiSniiny^ 


POWER 
GEARS 


OF 


ROLLING  STOCK 

PROTECTED  WITH 


ASK  US  FOR 

FACTS 


Makes  Feeder 
Control  Automatic 

THE  AUTOrWIC  REaUSHIG 
CIREOIT  BREAKER  COWRAW 

COLUMBUS,  OHIO 

DISTRICT  SAXES  OFFICES: 

Pittsburgh.  223  Oliver  Bidg. 

Philadelphia.  1613  Chestnut  St. 

Chirleston.  W.  Va..  110  Hale  St. 

Birmingham,  610-512  Brown-Marx  Bldr. 

St.  Tjouis.  401  National  Bank  of  Commerce  Bldg. 


'UuiiiiHiiiiiimuiiranmimiiiiiiiiiiiiiiniiuiiiiiiiiiiniiiiiHiiiiiiiiiiiiimiuiiiiiiiiiiniiiiiiiiiuiiiiiiiiiiiiiiniiiniiiiiii  iiiwiiHi''     ^iiiiiiiiii'iiiiiiii (iiinimiiiiriuiiifiiHuiiiiiiiiiiiiiiiiiiiiiiuiniiiuiiiiiiiiiiiiiiiiiii iiiMiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiB 

;.'ii II iiiiniiniiiiiiiiiiiiiii iiiiiiiiHiiiiiiiiiiniiiiiiiiiiiiiiiiiiiHiniii iiiiiiiiiinii iiiiiiiiiiimiiiiimiinmiiiniiiiiiii iiniiiiiiiiiiiiimiiii imiii mimiiniimiiiimiiiiiiiiiiii ii iiiiiiiiiiitiiiiiiiuiimiiuii uiiiiiiiiiiiiiiiiHii«£ 

THE  BABCOCK  &  WILCOX  COMPANY 


85  Liberty  Street,  New  Yor.k 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 

Boston,  49  Federal  Street 
PHILADELPHIA.  North  American  Building 
Pittsburgh.  Farmers  Deposit  Bank  Building 
Cleveland,  Guanlian  Building 
Chicago,  Marquette  Building 
Cincinnati.  Traction  Building 
Atlanta,  Candler  Building 
Tucson,  Ariz..  21  So.  Stone  Avenue 
Fort  Worth.  Tex..  Flatiron  Building 
Honolulu,  H.  T.,  Castle  &  Cooke  Building 


Bayonne,  N.J. 
Barberton.  Ohio 


Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers      since      1893 

BRANCH  OFFICES 

Detroit.  Ford  Building 

New  Orleans,  521-5  Baronne  Street 

Houston,  Texas.  Soutiiem  Pacific  Building 

Denver.  435  Seventeenth  Street 

Salt  Lake  City.  705-6  Keams  Building 

San  Francisco.  Sheldon  Building 

Los  Angeles.  404-6  Central  Building 

.Seattle,  L.  C.  Smith  Building 

Havana.  Cub.a.  Calle  de  .'^guiar  104 

San  Juan.  Porto  Rico.  Royal  Bank  Building 


Siiiiiiiiii tiiiiiiiiira iniiiiimiiiiiiiiiiii iiimniiiiiiiiiiiiiiiiiii iiiiim ill mil iiiiiiiiiiiiiiTiiiiiiiiiiiniimim iiiiiiiii iiiiiiiiiiiiiiimiiiiiiiniiiniiii iiiiiii i iiiiiiiiiiiiiiim iiii iimiiiiimiiiTiiiiiiiiiiiiniiit- 

amimiiirinmiiaiiiiiMiiiiii riniiiiiiiiiiiiMiiiinMiiiiiiiiiiiuiiiiiii<n.iriiiiiiiiiiimii>iiiii...iiiiii iiiiiiiiiiiiiiiiii iiir,     i^iiiiiiiiiiiiiililiiiuiiiiiiin lliii \ illlllliltllliliiiriinr mini mmili lllimilllllimiimiilllulllllllllllllHmi 


SPECIALISTS 

in  the 

Design  and  Manufacture 

of 

Standard — Insulated — and 
Compromise  Rail  Joints 

The  Rail  Joint  Company 

61  Broadway,  New  York  City 


^«imuilllllltllllilllliuiiiiiiuMimiiiiiiiiiiiiiiHviiiiiiiiiiimiiitiiiiiiitiiiililllllllillliliiiiillmiiilllliilliliiiiiiiliilillliiiiiiillliiiiiiic 


I.  T.  E. 
Circuit  Breakers 

for  heavy  street  railway  work  are  | 
the  best  obtainable.  Write  for  N«w  | 
Complete  Catalogue.  | 

^millllllliiUlillfllllirilllMlllllltll JIIIIIIIIIIIIIHIIIIIMIirtlllMlllllllllllllMIIMIIIIIIIIIIIIIIIIItll Mill IIIIIIIIIIIMIIIIIiilllll? 

s      am iitii itiiiiiiiiiiimimiiitiiiiMnMiiiiniiiiiiiiiiiiniiMiiMniiiniiiiniiiiiiinimiiiiimiuiiiiiiiiiiiiiiiiiiiiiitiiiliiiiiiiiii iwj 

I RWB  DYNAMOTORS I 

i  FOR                                                              = 

1  CARBON  ARC  RAIL  JOINT  WELDING                  I 

1  CARBON  ARC  RAIL  BONDING                          I 

I  CARBON  and  METALLIC  ARC  GENERAL  WELDING    | 

I   Rail  Welding  and  Bonding  Co.,  Cleveland,  O.   | 

^iimiumiiiiiimuiiiiiiiiiiiiimimiiiiiiiii iiiiimiiimiiiiiiiii iiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiliiiilitiiiiiiiiiiiiiiniiiiiifE 


November  5,  1921 


Electric    Railway    Journal 


46 


iiiiiiiHiiiiuiMiiitiHiiiMiiiiMiiiiiiiiiiiiiiMinMiiniriniiMiitiinTiiiinn)niiiiiiiiiiiHiiniMiiiiiMniMiiiiMiitiiiniiiiiiiii:iiiiiiiiitiiiuiiii'= 

I  HOPE  TAPES  I 


|j£ulciiiciy|iJG) 

TPADE  MARK         I 


© 


Q 


fi] 


^ 


J 


For  results  —  Tapes,  Webbings, 
Sleevings,  of  uniform  and  standard 
quality  for  electric  purposes,  that  is, 
Hope  Webbing  Company  service. 

Send  for  samples  and  prices 

HOPE  WEBBING  CO. 

Providence,  R.  I. 


Picks  and  Prices 


This  unretouched  photograph  shows  Beldentape  and   two  | 

other  brands  of  electrical  tape  magnified  to  two  diameters.  I 

Beldentape  has  40  threads,  called  picks,  to  each  inch  of  length  | 

and  80  threads,  warps,  to  each  inch  of  width.    The  others  are  I 

30  X  72  and  26  X  60.  | 

The  quality  of  electrical  tape  depends  upon  the  weave.     Be-  i 


fore  passing  judgment  on  values  count  the  picks. 

BELDEN  MANUFACTURING  COMPANY 

Electrical  Wire,  Cable  and  Cordage. 


New  York 


Chicago 


Main  Office  and  Factory: 
Chicago*  111. 


Eastern  Warehouse:     = 
Metuchen,  N.  J.        f 


iniiiiiiHilliillliliiiiiiiHiimiimiiiHimiiMmiHiMiiiiiwiMiiiiiiuiJUH(t;H(nuiiiuiiMiiiiiiiiiiriiiiiiifiiiiiiiiiiiiiHiiiiiiuiiiiiiitiiiiiinin 
aiiiiiiiiilllilliriiiiin  itiiiiiiiiiiMiniiiiMJiiiiiitiiiiMiiiniiiMiiiiiiiiiriiuiiiiiiriiiiiiiitiiiiiiitiiiiiiitiiiiiiiiiiiiiiiiiiiiiiriiiiiiiriiiiiiiriiiii';: 


Iwmitiiiii 


iiiMimiiiniiiiiiiuiiiiiniiitiiimiutiiimimii 


iimiinmmmiuiiiimimtiiimtiiiitiiiiMiHiHiniiitiiiHiiiHiiriiiiDiNh- 


I 

NILES-BEMENT-POND  CO. 

Ill  BROADWAY,  NEW  YORK 

MACHINE  TOOLS 


uiiiiiniuiiiiiniiiitiiiiiiiiiiiiiiiiiiiiiirriiitiiiiitriiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiitriiiiitiiniiiiiiiiiiiiiHiiiitiiiiiirriiniiitiiiiiiiiiitiiiiitiiiic, 


FOR  ELECTRIC 
RAILWAYS 

Axle   Lathes 

Wheel  Presses 

Car    Wheel    Lathes 

Boring    Mills 

Lathes 

Hammers 

Cranes 

General     Machine     Tools 


f<llllltllllllllllilllllilitlllftiiiiMiiiiiini;iiMMii< iiiiiiiiiiiiiiiiiiiiiiiiiiirtiiitiiitMniii:iiiitiiiiiiiiiiiiiiiii]iiiiiiilliMMliliiiiiiiiiiiiillii 

.<iiliriHllliiirMllilllliiiiiiiiiiMiriiiiriiuMiitiiirMiiiHiiiitiiiriiiriiiiiiirMllllllllliriiiiMiriiiriiiiiiiiriiiMiiiriiillliMiriiiir(ltiiii>iiirilltii'- 


WE-FU-GD  AND  SCAIFE 


KmSi 


WM.B.SCAIFE  &  5DNS  C0.PITT5BUREH.PA. 


F.fMiiiiiiiiiiiiiiMiii HiiiiiiiMiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiitiiiiriiiiiiiiiMnriiiiiiiiiiiriiiniiniiiitiiiiiiuiiiiiiiiri iitiiiiiiiitiiiiirii.'^ 


I  Use  only  Awebco  Tape  on  your  Armatures 
I  Field  Coils  have  better  protection  when  wound  with 
I       "AWEBCO  Tape."     Send  for  samples. 

ANCHOR  WEBBING  COMPANY 

300  Brook  Street,  Pawtucket,  Rhode  Islimd 

; mil fi iiiiii 1 iiiiiiiiiiiiiiiiiiiiiiiii iiMini niiiiiiiit iiiiiiiiiiiiiiiiiiiiiiiliMniiiiiiliiiiiiiS 

im.|..t..mt.|||imtnini»«iiiiiiiiiiiiiiii imiiiiii iiiuiiin»i<iiiiiuiiiiiiiiiiiiiiiiiiiiiin«naii 

SPECIFY 

THETERRYTURBINE 

Wmmtm    I    iiaatiummiutmt.    ■   mimtiuiiummmmmm 
^^uiuiaau.  A  vmrnatatumw/t.  M,  luimum^mmimmmm 

For  Driving  Your  Auxiliaries 

TERRY  STEAM  TURBINE  CO. 

Hartford,  Conn 

nrniminiiiiiiniinininmniiiminraiinniiiiiiiiiuiiiiiuiiiiiiiuu iiiiiiimmiummnnuiiiiimiiiimii 


^WM iiiiliu iiiiiniiiii mill II iiiiiiiiiii I lllllliiilliiliiillllllllllliilllilllliilii llllliiiii llJllllllllliliilllllllill iilimilllllllllllll l l " luinllliiiiiii ll lliiniiiiiii i iiiiiiiiiiiiiiiiiiiiimiii 

{ FOSTER  SUPERHEATERS 

§  A  necessity  for  turbine  nrotection,  eneinr  cyHnder  economy  and  utilization  of  superheat  for  all  its  bcncdtt 


I  POWER  SPECIALTY  COMPANY,  111  BROADWAY,  NEW  YORK 

S        Boston                   Philadelphia                   Pittsburgh                   Kansas  City                    Dallas                   Chicago                   San  Francisco 
«u iiiinriiiiiiiii mill mm i iiirniimim i mii miimii imiimiiimimiimiiiimiiiiiiiiiiiiiiii imiiiiir i iiiiiiiimiiiiiiiiimiiiiiiiiiiiiiiiiimiiiiiiiiiiimiiii nmiiiiiiiiiiiii 


London.  Bnff. 


46 


Electric    Railway    Jouenal 


November  5,  1921 


utiiiimiiiiiiiiiuiimmiiiiiiiiiiiiiiiiiniiniiintiii*. 


JliiiiinitiiitiiiiiiiiiiiiiinillllitllllliiiiiiliiitiiillllliniiiiiiiiiiuiiitiiiiliiniiiuiiltiiiniiiilliiuiiuiiiiiiiHtiiiiiiiiiiiiuiiiiiiiuiiihiiuni 


It  is  not  necessary  for  Conductors  to 
take  any  fares  in  hand  if  your  cars 
are  equipped  with  the 

CLEVELAND 

as  it  accommodates  any  rate  of  cash 
fare  and  any  kind  of  tickets. 

The  Cleveland  Fare  Box  Co. 
Cleveland,  Ohio 

Canadian   Cleveland    Fare   Box   Co. 

Pres'on.  Ontario 


^riniiiiiiiiimmuiiiiiiiiiimiiiiim iiiiimiiiiiin iiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii imiiii iiiiii mmiiiimir 

Ulilimiliiiiiiiiiiiliil J iiiiiiiiiiriiiiniii iiiiiiiiimiiii iirmiiiiriiiii iiiiiiiiiimiiiimiiminiimiimib 


Universal 


JOHNSON  Ke 


I  i 


30  Church  Street,  New  York  City  § 

niitiiriHUiiniiniiMiifiiifiiiMiniiiiiiiiiiiiiiiiiniiiiiiiiiiniiriiniiiiiiiiiiiiiiiiMniiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiniiitiiitiiiiiitiiiiiiHiiiir 

£iiimiiiiiiiniuiiiiiininiiiiiiuiitMiirinHniinMniiniiiiiHiiiiMiiMiiMiMiitiiniiniiiiiiiiimimmiiiiimiiiiiniiiiiuiiiiiiiiiiiiimiiuiij: 
I  ELECTRIC   HEATER  EQUIPMENTS 


GOLD  CAR  HEATING  & 
LIGHTING  CO.      ^ 

NEW  YORK  CITY 


Address  AU 
Comznonieation  B 
to 

BUSH 

TERMINAL 

(220  36th  St.) 

Brooklyn,  N.  Y. 

Literature    on 
RcQuest 


Adjustable 


The  only  chang-er  on  the  market 
which  can  be  adjusted  by  the  con- 
ductor to  throw  oat  a  Taryinr  num- 
ber oJ  coins,  necessary  to  meet 
chants  in  rates  of  fares. 

Flexible 

Each  barrel  a  separate  unit,  per- 
mittingr  the  conductor  to  Inttt*- 
change  the  barrels,  to  suit  his  per- 
sonal requirements  and  to  facilitate 
the   addition    of    extra   barrels. 


JOHNSON  FARE  BOX  COMPANY 

I  Rarencwoodt  Chicago,  III.  | 

^iintiiiiiiiiliHiiniiiiinimiiiiiiiiiiiiiiinHMUNUiiniMiiiHiiiiiiiriHiiiniiiiiiiiiiiiiiiniMiiiiiniiiiiimiiiiiiiiiiHiiiiiiiiiiHiiiniiiiiiiw^ 

9HiiiniiiiiiiMihiiiiiiniiiiiiiiiniiiiiitiimiiiiiiiiiitimiiiiiiiiiiiniiiiiiiiinii)iiiiniuiiiuiiniiiniii)iiitiiiniiiiimiiiiiitiiiiiiimiiii^^ 


Use    them    in    your    terminals —   i  I 

PEREY  TURNSTILES    i  I 

or  PASSIMETERS        |  | 

Fatter  than  the  ticket  teller  |  | 

Percy    Manufacturing   Co.,   Inc.  I  | 


Heating  and  Ventilating 

Let  us  demonstrate  to  you  how  we  can  heat  and 
ventilate  your  cars  at  the  lowest  possible  cost. 

The  Cooper  Heater  Company 


I       THERMOSTAT  CONTROL  EQUIPMENTS 

!iliinilliilliiiniluiinilliiliililliliiilillitfliiiiiiiiliiiiiiiiMiiiiiiriiiiiiiiiiiiii(iiitiiiriiiiiiiiiiiiiiiiiiiiliiiiiilfiniiiMniiiiiiilllliliHiiiiiiiiR 


Carlisle,  Pa.  | 

'iiiiliiniltimillllltHlHilMllillitiiiiiiitiiiiiiMiimiitiiiiMitiiiiMiiiiiriiiiMiriiiriiniiitiimiMiiimMlimniliiiliiFiiiliimimliliimimiis 
diimtmiiiiiriimitiiiniinnmimiitiiiuiitiiiiiiiuiiiuiiiiiuiiuiiuiiiiiiMiiiiiiiiiitiiiiiiiiiuiiiitiiniiiiiimiiitiiiiiiuiiiiiiiiiiiiniuiiiua 

I  Electric  oar  heaters — thermostatic  control —  | 

i  pneumatic      car      door     operators — buzzers,   | 

I  single-stroke    bells,    starting    signal    lights —  | 

I  special  resistances. 

I  CONSOLIDATED  CAR  HEATING  CO.  j 

I  ALBANY,  NEW  YORK,  CHICAGO  | 

mniHiimilHiiiiiitumiiiiuiiuruiuiiiiiuMiiiiiHiiinHMiininiiiiiiniiiiMiiM'MiiiiiiiiiiiiiiiniiMirMiiiiniiiiuuiMiiiiiiiuuim^ 


£iiiiiMiiniiiiiiiniiiiiiiiiniiniiniiuiiiiiiiiiiiiiiiiiii)iiiiiiiMiiii 


iiiiiMiiiiitiiiiiiiiimtriiniitiiuiiiiiiiriiiiiuiiiiiiiiiiiiiiiiiiiiiiiii' 


SSiiSil! 


''£        jMftllUiUllllimiliiiiiiiiiiriiiiiiitiiuilliiUMiiiiniiiiiiniiiiiiitiMiiHiMii iiiiiiiiiiiiiiiiiiii 


iiitiiiiiiiiiiitniiiiiii 


Peerless  Insulation 
Paper  has  26  to 
50  per  cent  higher 
electrical        resist- 


i  IPt 


Homflex  Insula- 
tion Paper  has  no 
grain.  Folds  with- 
out cracking. 


NATIONAL  FIBRE  &  INSULATION  CO. 
Box  318,  Yorklyn,  Delaware. 

^MnMiiiiiiiiiiiiiiMnniiiiiiniiiniiiiiniiiMiiiiiiMiiMinniiiiiiniMMiiniiMnHiiiiiiMiiiiiiMiuiiiiiiiiinililiitiiitiiiiiiiiiiiiiiiiuuuuint'^ 

fJiiiiMiiiiiiiiiiiiiiniiniMiitiiiniiiiiiMiiiiMiiitiiMiiiiiiiiiiiiiiiiiniiiiiuiiniiiiiiiniMiiiiiiniitiiuiiiiiiiiiiiiniiiiiiiMtiiiMiiiiiniMiMii^ 


75%  of  the  electric  railways 


B-V  Punches  ?L 


rnTaTrTnEf^^wmrra 


AND   FITTINGS 


WRITE     FOR    BULLETINS 


Naiional  Metal  Molding"  6. 

PITTSBURGH.  PA. 


^ 


=  5«n(f  for  Catalog 

I     BONNEY-VEHSLAGE  TOOL  CO.,  Newark,  N . J . 

fimiiiliilliiiliiiiiiiiiifiiiiMiiiiiriiiMiiliililliiiiiiiiiiiiiniiiiiiiiriiiiiiiriiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiilmiiiilDiiiitiiiiiiiiiiliiliini: 

•niuiilliiiiiiiiiiiriiuill run i uiiiiiii iiiii urn iiiiiiiiii iiiiiiuiii itiiitiiiiniiiiiii me      a mm ' mrarmiiiiiimimimimiminiiimiii mri iiiiurrimii iirimimmiiii v. 


fuuiiimiuiJiiimiiiniiinimimimiiJiiuiMmiiiiiuiiiminiimimiiiiiiiiiiitiiimimimiiraiiiriiii iiiin mimii jiiiiiS 

^iiiiiiiiiiiiiiiiiiiiiiniiiiiitMiniiniiifiiniiiitiiiiiiiiiiiiiiniiiiiinHliiimimiiiimmimmiiimimiimiiiiimmiiutimiimmiiiiiiliiilir 

company       cx»j.  .  Direct  i 

Automatic        | 
Registration      | 

By   the  | 

Paissengers       | 

Rooke   Automatic    | 

Register  Co.  = 

Providence,  R.  I.  i 

?iiriiniiiriiniinilliilHluiiiitiiitiiiiiiiriiiniiirMiiiHiiiiiii(ntiiiiiiiiMiiHuiiimmHmimimimiuiiinuinuiiiiiriimiiimitrii)iimtii.^ 


WILLIAMS'  SUPERIOR 
DROP-FORGED  CLAMPS 

Literature  on  request. 
J.  H.  WILLIAMS  &  CO. 

"The  Drop-Forging  People" 
BBOOKLYN  BUFFALO  CHICAGO 

143  Blcliardi  St       143  Vulcan  St.    1143  W.  120tli  8t. 

~iimtiiiiinimiiitiiiiiiuiiiiiiHiiiiiitiiiiiiitiiiiiiiiiiiiiiiiiiHiiniitiiiiriiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriir>iimiiiiiiiriiiiii]niiiiH 


aiiiiiiimiitiimrmimiiiiimiiiiiiiiiimmiiiiiiiiimiimmimimii iiimiuiiiiiimiimmimiiiiiimmiimmiiiiimiimiiiiiiimis     ^i 

I  BAKELITE-DILECTO  | 

=  The   fields    of   usefulness    for   Bakellt»-DiIecto   are   many    and   varied   because    of  = 

£  its   superior  merit   over  materials    beretofore  available   In   sheets,    tubes  or  rods.  § 

S  The    exceptional    qualities    of    BakeUte-Dilecto    are    satisfying    electric    railways  = 

1  all  over  the  country.      Investigate.  = 

I  The  Continental  Hbre  Co.,  NewaHc,  Delaware  | 

=  Branch  Offices:  § 

i  CHICAGO.   332   S.  Michigan  Ave.                                  NEW  YORK,  233   Broadwij  | 

=  Pittsburgh  Office,  301  Fifth  Ave.        San  Franclsoo  Office,  53fi   Market  St.  = 

1  Los  Angeles  OfQce,    411    8.   Main  St.  1 

s  CANADIAN  OFFICE:    89  Wellington  St.   W..   Toronto,   Ont.  s 
^iiiiiiiiiimmiiiiiiiiiiiniiiiiinmiimiiitiiiuiiiiiiiiiiiiiiiiiiiiiimimiiiniiiiiiiiiM'iiujiijjijiiiwiiiiiitiiitmiiimiw^^^ 


i 
FORD  TRIBLOC 

i  A  Chain  Hoist  that  excelt  in  every  feature.  It  has  | 
I  Planetary  Gears,  Steel  Parts,  3i  to  1  factor  of  Safety.  | 
i       It's   the  only   Block   that  carries  a   five-year   guarantee.       | 

FORD  CHAIN  BLOCK  CO.  | 

I  Second  and  Diamond  Sts.,  Philadelphia  | 

^lllimimimimiimmiii liiriimrmmiii iiiii iiiimiiiiiriiiir iiiii i iiiiniiiinrimimiii 

uiiiiiiJiumiiiiiiiiiiiiimiimmiimmimiimiiiiiii imiiiiiiuiiiit iiimiiuiiii iiiimiiiMiiMimirminiiiiiiimiiiiiiimii;^ 


BUCKEYE  JACKS      | 

high-grade   R.   R.  Track  and   Car  Jacks.  | 

The  Buckeye  Jack  Mfg.  Co.  | 

Alliance,   Ohio  | 

"iiiimiiniiimiiiiiiuiiiiiiiiiiiiimiiiiiimimiiiiiiiiiiiuiiimiiiiiiiimiiiiiimiimiimiiiniiiiiiiiiiiimimmiiimmiiiiiiiiiui 


November  5,  1921 


Electric    Railway    Journal 


47 


f """'"""""""""""""""" "■iiiMniir.imiiiiMiifiiminiiinii.. r.iMi. i iiiiin iiiic i|     ^.iiiimi inmiiiimiiiiii mill mill miimMiiiMmiiiiiu miiii iiiminimiim iiiimiiiinniiiiiiiiiiiiir 


BATTERIES 


Interurban 

Car 

Lighting 


E  A  R  L  L 


Exide  Batteries  are  being  used  to  maintain  steady  | 

illumination,  and  to  guard  against  interruption  of  I 

lighting  at  highway  crossings  and  switches.  | 

ff^rite  for  information  on  this  subject.  I 

The  Electric  Storage  Battery  Co.  | 

Oldest  and  largest  manufacturers  in  the  world  = 

of  storage  batteries  for  every  purpose.  1 

1888              PHILADELPHIA              1921  f 

Branches  in  17  Cities  1 

EXIDE  BATTERIES  OF  CANADA.  LIMITED  1 

£                                            133-157  Duflerin  St..  Toronto  | 
^iiiiiiHiiiiiimiiiiiitiiiMiiiiiiiniiiniiniiiiiiiiiiiiiiiiiiiMiiMiiiiiiiiiiMiiMMiMiriuiiiMiiiiiiiMirMiMiiiiiiiniMiiiiiiiiiiMiriiiniiiiimiHin 

SHiiniiiiiiiiiiiiiiiiiiiiiiiiiiriiiifMMiiiiiiiMiiMiiMiiiiiiMiiiMiiiiiNiiiiiiiiiriiiininiitinriiiriiiMiiiiiriiiiiiiirirniiMiiMiMiiiMiniiiriiiiii'i 

I         Waterproofed  Trolley  Cord 


Is    the    finest    cord    that    science    and    skill    can    produce.  | 

Its  wearing  qualities  are  unsurpassed.  i 

FOR  POSITIVE  SATISFACTION  ORDER  I 

SILVER  LAKE  | 

If   you    are   not   familiar    with    the    quality   you    will    be  I 

surprised  at  its  ENDURANCE  and   ECONOMY  I 

Sold  by  Net  Welthf  and  Pull  Ltngtlu  | 

SILVER  LAKE  COMPANY  | 

Manufactarers  of  bell,  signal  and  other  eorda.  I 

Newtonville,  Massachusetts  I 

illllitiiiiiimilllllllilitlillilllliiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiniiiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiimiuiiB 


—The  right  retriever! 

THERE  is  a  special  type  of 
EARLL  Trolley  Catcher  or  Re- 
triever for  every  type  of  service.  Our 
business  is  making  retrievers  and 
catchers — nothing  else.  We  have 
specialized  in  this  particular  field  for 
your  benefit.    Consult  us. 


■-^J^K,?^. 


iiiimiimiiiiimiimiiiiiHiiiiiiiiiiiiMiiitiiitiimiiriiiiiiitiiiiiiiiiiiiii(iiitiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiimimiiiiuiiiiiiiiiiimi> 

3 

ReducejK^ommutator  Wear  | 
and  Losses  Due  to  "Tie-Ups"    | 

To  be  absolutely  safeguarded  against  excessive  commu-  I 
tator  wear — assured  of  real  mileage  day  in  and  day  out —  I 
and  to  obtain  lower  operating  costs,  use  | 

National  Carbon  Brushes 

the  brushes  that  were  made  to  suit  the  commutator  and  I 
the  service.  | 

You  name  the  job— we'll  name  the  brush  | 

National  Carbon  Company,  Inc.  | 

Cleveland,    Ohio  | 

iliiiiiiiiiiuiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiMiiiiiiiimiiiiiimmiiiiimiiiiiiiiimiiiiiimimimmiiiiiiiiiii imimimimiiiiiR 


fiiiiiiiiH Ill iiiiiiiMuiiuiiiiiiiiiiiimiiiiiiimiiiiiiiuiii I iiMinii iiiiiii i niiiiimiiiiiiiiiimi.      ^iimiimiH miiiniiimiiiiiiimiiimiimillllllilllliiii iiiiiiiiiiiiiiiiiiiiiiimiiiimiiiiiiiiiiiiimiiiiiiiiiiiiiiiniHiii 


nimiiiiiiiiiiimiimiiiiiii iiiimiiiiimiimiiiiiiimiiiiiiimiiii"iiiimiiiffliiiiMiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiii iiimiiiiiiiihiiiiiii# 

iiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiijiiiiiiiiiijiiiiiijiHiiiiriiiiiimriiiiiiiiiiiiiiiiimi.: 

I  I        HORNE  MANUFACTURING  CO. 

I     I  Mercer  and  Colgate  Streets,  Jersey  City,  N.  J. 

I  1  Hand  Brakes — ^Air  Purifiers  for  Compressors — 

I  I  Lighting    Fixtures — Electric    Vibrating    Bells — 

I  I  Thermostats — Switches,    Receptacles    and    Plugs 

I  I  — Junction  Boxes,  Portables  and  Reflectors. 

I      -iilliiiiiiilliliiiltHlliiliiiiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitMiiiiiiiR 
I     ^iiimiiiiiiiiiiiiiiiuimiiimiiiiiiiiMiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiHiiiiimiiiiiiiiiiiiiiiiniiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiir 


I  FLCM3D  CITY 

I  Rail  Bonds  and  Trolley  Line  Specialties 

I         Flood  City  Mfg.  Co.,   Johnstown,  Pa. 

^iiiiiuiiiiimiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiimiiiuiiiui 


Sea  <ha  Crank  of  iha 

CREA6HEAD  DESTINATION  SIGN  I 

By    means    of    it,    conductor    or    motorman  : 

can    change   sign    without   leaving  platform.  I 

All    that    has    to    be    done    is    to    turn    the  I 

crank.      Better   investigate.  ^  : 


CREAGHEAD  ENGINEERING  CO.,  CINCINNATI,  0. 


1     I 


A  Single  Segment  or  a  Complete  Commutator 

18  turned  out  with  equal  can  in  our  sboDS.  nis  ordsrs  «• 
fill  diifer  only  In  masnltude;  snull  orders  oommaod  our  utaiost 
care  and  skill  Just  aa  do  larre  orders.  OAMIBON  qnaUty 
applies  to  every  coil  or  sacment  that  wa  can  oiaka.  as  well  aa  to 
every  commutator  we  build.  That's  why  so  many  electric  rail- 
way men  rely  absolutely  on  our  name. 

Cameron  Electrical  Mfg.  Co.,  Ansonia,  Conn«cti«nt 


"lIMtTllltttlltllltlllilllMlllllllill 


N-L 


iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii' 


uiiiiiiiiiiiiiiiiiiiiMiiitiiniiiiniiiMMiitiiniiiriiitiiiiiiittMii'iHMMtiiKi-iiti 
aillllllllllllllllllliliiiiiiiiiiiiiiiiiriiiiiiiiiiiiiitiiiiiiiiMliiiiiiiiiiMiiMiiiiiiiiiiiiiiiiiiiiiiiiiiriiililiiiiii 

Indicating  Signals  | 

Mechanical  Sanders  | 

Ventilators,  Smokestacks  | 

Pneumatic  Sanders  | 

Selector  Switches,  Lanterns,  etc.  | 

I                THE  NICHOLS-LINTERN  CO.  ! 

5                                         8404  Lorain    Ave.,  Cleveland.    Ohio  | 

.imiiiiiiHiiiiiiiiiiiiitiiiiiiiiniiiiiiiiiiiiinMiiiiiiiiiiiiriiiiiiiiiiiiiiiniiiiiiii iiiiiiiiiMiiiiiitMiiMiiiiniiiiiiiiMimiiiiniiiniiiiiiiiiriiB 


~iiiiiiiiiiiiiiiirimifiiiitiiiiiriiiiiiiiiiiiiiiniiiiM 


MiiiiMniiiHiiHiiiriiiiiriiiiiiuiiiiiMiiiiiiiiuiiiiiiiiiiiuiiiiiiiinimtHiiiimiiiiiiiii 


iimiimiiimiiimiiiiiniiniiiiiiiiimiiiitiiiuiJiiiHiiMiuiMiiitiiiinimiiitiiiiiiiiiiitiiiiiHiiimiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiimiirr 

PAIUWA\{  |fTIUT\{  QOMI^NV 

Sole  Manufaetvreri 
"HONBYCOMB"  AND  "ROUND  JET"  VE3STI1ATOB8 

for  Monitor  and  Arob  Roof  Cars,   and  all  classes  of  bulldlnrs; 
also   ELI:CTRIC  THBKMOHETEB  OONTKOL 

of  Car  Temperatures. 

141-iai   WEST   28D  ST.  Write  for  1388  Broadway      § 

Ohleaco,  ni.  Catalogue  Naw  Tark.  M.  T,   | 

iiiimiiimiiii II mill miimiiii mimiin imimiimiiimiimiiniiiimiii niiiiiiiiiimiiniiiiiiiiiiiniiiiinumn 


48 


Electric    R>. ilwa^    Journal 


November  5,  1921 


SMCliniriiliHMniiiniiiliiir[iinir;iiitlllllilliillillll*mMllluiiitiiiiiiniiiriiiriiiiiiiiiiiiiiiiiiiiiniiiiiiitiiiiMiiiiiiii<iiiiiiiiriiiiiiiniiiti!j     aiiiitiiiiitiiiiiiiiftiiiiiiiMiriniiiiiMiitiiiiiiiiiiiniiiiiniiiniiiiiiiiiiMiiiMriiijiMiiiiiiiiiiiiiitiiriiiiitiiiiitiitxiiiiiniiiitiimiiiiiiiiiiimir. 

I  Don't  Remove  Worn  Wheels  I  I     The  Kalamazoo  Trolley  Wheels     | 


It    isn't    necessary    any    more.      Just    equip    your    cars    with 

Wheel   Truing   Brake   Shoes. 

If  only  the  wheel  tread  needs  truing,  ask  us  to  send  you  the 

brake  shoe  (section 
shown  herewith). 


H'e  have  a  brake 
shoe  for  every 
kind  of  ivheel 
ivear. 


I  Wheel  Truing  Brake  Shoe  Co. 

§  Detroit,    Michigan 

niiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii(iiiiiiiiiiiiiiiiiiiiiiiiiii(iifiiiiiiMiiiiiiiiiiiiiiiiiiiiiiirii>iiiiiiiiiitiiitiiiiiiiiiiiiiHiiiniiniiiiiiiiiHiiir"jiii>ii 


I  have   always  been  made  of  en- 

i  tirely  new  metal,  which  accounts 

I  for  their  long  life   WITHOUT 

I  INJURY  TO  THE  WIRE.     Do 

I  not  be  misled   by  statements  of 

I  large  mileage,  because   a  wheel 

I  that  will  run  too  long  will  dam- 

I  age  the  wire.     If  our  catalogue 

I  does    not    show    the    style    you 

I  need,  write  us— the  LARGEST 

I  EXCLUSIVE       TROLLEY 

I  WHEEL    MAKERS    IN    THE 

I  WORLD.  I 

THE  STAR  BRASS  WORKS  I 

I  KALAMAZOO,  MICH.,  U.  S.  A.  | 

TtiiiiiiiiiiiiiiiiimiiiiiiitimiiiiiiMiitiiiiiiimiitiiiiiiiitiimiiiiiiiiiimimiiiiiiiiitiiiiiiiiiiimiiiimiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiins 


s'lilliilllliilllllllllllllllllliuiimilllllllllllllllllllllllltillllljllllllllllllllllillllllllllllllllllllllllllllllllllliniliililliiiiiiiiiii lilliiiiiiiiiiiiiiiiiiniliiliiiiiilllliMiuiiiiiliiiiirniiiiiiiiiii iiiiiiniiiiiiiiii iir m i iiiiimiii i iiiimiiiiiiiiuir iiiiliiiu 


m\  SEARCHLIGHT  SECTIO 


illiliiiiiiliiiiiiiiniiiiiiilnrililiiuiiniiiiiniiiiiiiiiiiiiiilliliiiuiitriiliiiiriiiiiiiiiHlliltlilMiiiiiiiiiiMiiiiiiiiiiriiirMMiiiriiii n iiiiiiiiiiiiiiiiiiiii iMiii'-iMtiiiiiiiiitiiiiiiiiiiiiimiiiiiiiininiiiriiiiiiiiiiiiniiiiiriiiiiiiii iiiiiiiiiiiMiiMiiiiiiMiiiiiuiiiMiitiiiitiiiiriiiiii? 


POSITIONS  WANTED 


AUDITOR;  17  years  with  large  railway 
properties  ;  open  for  position  ;  city  or  in- 
terurban  lines.  PW-SBT,  Elec.  Ry.  Journ., 
Leader  News  Bldg.,  Cleveland.  O. 


AGENTS  AND  SALESMEN 


An     Unusual     Money     Making     Opportunity 

Is  offered  salesmen  now  calling  on  the  elec- 
trical trade  or  industrial  plants ;  It  will 
cost  you  nothing  to  investigate.  Address 
824   Monadnock   Block.   Chicago. 


KERWIN    GRINDER    WANTED 

A  Street  Railway  Company  in  middle  West 
desires  to  purchase  a  Kerwin  grinder  in 
good  condition.  State  age,  condition  and 
price. 

W-358.    Electric    Railway    Journal, 
1570  Old  Colony  Bids:..  Chicago.  Bl. 


■  IIIIIIIMIMIIIDI 


I 


For  20  Year* 

we  have  been 
Buying  and  Selling 

Second-Hand  Cars 

Trucks  and  Motors 
At  Your  Service 


ELECTRIC  EQUIPMENT  CO. 

CommoBwealtb  Bide.,  Phlladelpbia,  Pa 


ntiiiiiiitniiiiiiMi 


WANTED 


ONE  ELECTRIC 
LOCOMOTIVE 

50  ton,  600  volt  D.C.  Maximum  trailing 
load  600  tons;  on  one-half  per  cent  grade 
at  eleven  and  one-ralf  miles  per  hour  on 
one  hour  motor  rating-.  Standard  gauge 
road. 


W-359,    Electric    Railway    Journal. 
1570  Old  Colony  Bldg..  Chicago.  111. 


t   ^'Opportunity"    Advertising:  I 

r  a  = 

(=1  I 
Think 

"Searchlight"  I 

First!  I 


FOR  SALE— One 

Double  Truck   Shear 
Snow  Plow 

Trucks   6-ft.   6-in.,  wheel    base, 

complete  and  ready  to  run, 

excellent  condition. 

TRANSIT  EQUIPMENT  CO. 

CARS— MOTORS 
501  Fifth  Ave.  New  York 


An  Insurance  Policy 
Never  Put  Out  a  Fire! 

Genuine   One   Quart   "Pyrene" 
Fire   Extinguishers 

complete     with  Bracket 

and      Charge ;  Selling 

Regularly  $10,  Special 
Price 


$ 


4.95 


ea. 


F.  O.  B.  New  York  or  Wayne,  Pa. 

These  are  the  regular  Brass  Pol- 
ished "PYRENE"  and  are  Gov- 
ernment Surplus  Material.  They 
have  just  been  brought  back 
from  France,  and  are  in  excel- 
lent condition. 

Money  back  if  not  satisfied 

The  Franklin  Stores 

Wayne,  Pa. 


700  tons  new  9  in. 

GIRDER  RAIL 

Penna.  Steel  Co.  Section  238.  107  lb.  to 
the  yard.  Attractive  price  upon  applicmtion. 
Subject  to  R.  W.  Hunt  &  Company's  In- 
spection.    Prompt   shipment. 

H.  M.  FOSTER  COMPANY 

Continental  Building,  Baltimore.  Md. 


ii>Miitiiiiiiiiintiiiiiii 


0099     I 

MIIMIIItllMlUe 


IMMEDIATE  DELIVERY 

2 — 1000-Kw.  Westinghouse  Synchronous 
Motor  Generator  Sets 

Motor  end— 1400  kva.  2300/4000  volts,  80%  P.F.,  3  phase,  60  cycle,  with  direct 
connected  exciter. 

Generator  end — 1000  kw.  interpole  design,  600  volt,  1666  amp.,  speed  514  r.p..m. 

2—300  kw.  25  cycle,  3  phase,  ROTARY  CONVERTERS  360  volts  A.C.  600 
volts,  D.C,  500  r.p.m.  with  15000/360  volt  transformers.  Will  sell  with 
or  without  the  transformers.     Can  sell  at  very  low  price. 

OuHitM  were  built  to  operate  eontinaouety  under  3S  degree  rtee  in  temperature. 
Send  for  further  details  and  prices. 

ARCHER  &  BALDWIN,  INC.,  114  LIBERTY  ST..  NEW  YORK  CITY 
Telephones  4337-4338  Rector 

IIIIIIIIHIMIilltMllilltlll IMII 


November  5,  1921 

Electric  Railway  Journal 


m\  SEARCHLIGHT  SECTION  I* 


49 


Street  Cars  For  Sale 

The  Toronto  Transportation  Commission  will  receive  tenders 
for  the  following  340  single-end  city  service  street  cars: 

Group   Number  Description 

A  4  18  ft.  Single  Truck  Closed  Motor  Cars 

B  2  20  ft.  Single  Truck  Closed  Motor  Cars 

C  15  21  ft.  Single  Truck  Closed  Motor  Cars 

D         117  22  ft.  Single  Truck  Closed  Motor  Cars 

E  30  23  ft.  Single  Truck  Convertible  Motor  Cars 

H  1  27  ft.  Double  Truck  Convertible  Motor  Car 

J  1  30  ft.  Double  Truck  Convertible  MotorCars 

K  12  25  ft.  Double  Truck  Closed  MotorCars 

L  34  30  ft.  Double  Truck  Closed  MotorCars 

0  3  36  ft.  Double  Truck  Closed  MotorCars 

T    •         2  16  ft.  Single  Truck  Closed  Trailer  Cars 

U  33  19  ft.  Single  Truck  Convert.  Trailer  Cars 

V  69  22  ft.  Single  Truck  Closed  Trailer  Cars 

W  17  18  ft.  Single  Truck  Closed  Trailer  Cars 


340 


The  single-truck  motor  cars  are  mounted  on  Blackwell,  Curtis 
and  Peckham  trucks  and  are  equipped  with  G.  E.  67  and  G.  E. 
1,000  motors,  K-10  controllers  and  hand  brakes.  The  trailers 
are  mounted  on  special  trailer  gear. 

The  double-truck  motor  cars  are  mounted  on  Curtis  and  Brill 
trucks  and  are  equipped  with  G.  E.  80,  G.  E.  67  and  G.  E.  1,000 
motors,  K-6  and  K-10  controllers  and  Magann  storage  air  brakes. 
A  stock  of  spare  equipment  is  carried  for  the  above  cars  and  will 
be  disposed  of  to  parties  purchasing  the  cars.  The  wheel  gauge 
of  the  cars  is  4  ft.  10|  in. 

These  cars  are  now  in  Toronto  and  can  be  inspected  upon 
application  to  the  Head  Office  of  the  Commission,  Ryrie  Building. 
Toronto,  Ontario,  Canada.  Tenders  will  be  based  on  the  cars 
being  loaded  by  the  Comission  on  their  siding  in  Toronto. 

Tenders  addressed  to  the  Chairman,  sealed  and  endorsed 
"Tenders  for  Street  Cars"  to  be  delivered  at  the  Commission's 
Office,  Room  219  Ryrie  Building. 

The  highest  Or  any  tender  will  not  necessarily  be  accepted. 

Toronto  Transportation  Commission 


60 


Electric    Railway    Journal 


November  5,  1921 


WHAT  AND  WHERE  TO  BUY 

Eqaipment,  i^yparatus  and  Supplies  Uaed  by  the  Electric  Railway  Industry  with 
^kmses  of  IVfannfacturers  aztd  ERMr&oiors  Adrestisixtg  in  this  Issue 


Adrertisins.  Street  Car 

Collier.  Inc..  Barron  G. 
Air    Purifin*8 

Home  Mfg:.  Co. 
Anchors.  Gay 

Electric  Service  Supplies  Co 

Ohio  Brass  Co. 

Westing-house  Elec.  &  M.  Co. 
Armature  Shop  Tools 

Elec.  Ser\'ice  Supplies 
Axle  Straighteners 

Columbia  M.  W.  &  M.  I.  Co. 
Axles.  Car  Wheel 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 

St.  Louis  Car  Co. 

Standard  Steel  Works  Co. 

Taylor  Electric  Truck  Co. 

Westinghouse  Elec.  &  M.Co. 
BabblU  Metal 

More-Jones  B.  &  M.  Co. 
Debbitting  Devices 

Columbia  M.  W.  &  M.  I.  Co. 
Badges  and  Buttons 

Electric  Service  Supplies  Co. 

International    Register    Oo., 
The 
Bankers  and  Brokers 

Coal   &  Iron   National  Bank 
Batteries.    Dry 

National   Carbon   Co. 

Nichols-Lintem  Co. 
Batteries.  Storage 

Electric  Storage  Battery  Co. 
Bearings  and  Bearing  Metals 

Bemis  Car   Truck   Co. 

Columbia  M.  W.  &  M.  I.  Co. 

General    Electric  Co. 

ATore-Jones  Br.  &  Metal  Co. 

St.   Louis  Car  Co. 

Taylor  Electric  Truck  Co. 

Westinghouse  Elec.  &  M.Co. 
Bearings,    Center    and    Roller 

Side 
Stucki  Co..   A. 
Bells  and  Gongs 

Brill  Co.,   The  J.  G. 

Columbia  M.  W.  &  M.  I.  Co. 

Elec.    Service   Supplies  Co. 

St.  Louis  Car  Co. 
Benders.    Rail 

Amer.  Chain  Co..  Inc. 

Niles-Bement-Pond   Co. 

Ry.  Track-work  Co. 

Watson-Stillman    Co. 
Bending  Apparatus 

By.  Track-work  Co. 
Boilers 

Babcock  &  Wilcox  Co. 
Boiler  Tubes 

National   Tube  Co. 
Bond  Testers 

Amer.   Steel   &  Wire  Co. 

Elec.  Service  Suppliea 

Rail  Welding  &  Bonding  Co. 
Bonding   Apparatus 

Amer.   Steel  &  Wire  Co. 

Electric   Ry.  Improv.  Co. 

Elec.    Service   Supplies   Co. 

Ohio   Brass   Co. 

Rail  Welding  &  Bonding  Co. 
Bonds.  Rail 

Amer.  Steel  &  Wire  Co. 

Copper  Clad   Steel   Co. 

Electric   Ry.  Improv.  Co. 

Elec.    Service   Supplies   Co. 

General    Electric  Co. 

Ohio  Brass  Co. 

Ry.  Track-work  Co. 

Rail  Welding  &  Bonding  Co. 

Westinghouse  Elec.  &  M.  Co. 
Boring  Tools,  Car  Wheel 

Niles-Bement-Pond  Co. 
Boxes-Janction  and  Outlet 

Natn  Metal  Molding  Co. 
Brackets     and     Cross     Arms 
(See  also  Poles,  Ties.  Posts. 
etc.) 

Bates  Exp.  Steel  Truss  Co. 

Creaghead  Eng.  Co. 

Electric  Ry.  Equip.  Co. 

Elec.   Service  Supplies  Co. 

Hubbard  &  Co. 

Ohio  Brass  Co. 
Brake  .\diaster8 

Hamilton  &  Hansell,  Inc. 

Nat'l.   Ry.  Appliance  Co. 

Westinghouse  Tr.  Br.  Co. 
Brake  Shoes 

Amer,  Brake  Shoe  &  Fdry. 
Oo. 

Barbour- Stock  well  Co. 

Bemis  Car  Truck  Co. 

Brill  Co.,  The  J.  G. 

Columbia  M.  W.  &  M.  I.  Co. 

St.  Louis  Car  Co. 

Taylor  Electric  Truck  Co. 

Wheel    Truing    Brake    Shoe 
Co. 
Brakes.    Brake    Systems    and 
Brake  Parts 

Bemis  Car  Truck  Co. 

Brill  Co.,  The  J.  G. 

Columbia  M.  W.  &  M.  I.  Co. 

General    Electric  Co. 

Home  Mfg.  Co. 


National   Brake  Co 
St.  Louis   Car  Co. 
Taylor   Electric   Truck   Co. 
Westinghouse  Tr.   Br.  Co. 
Brooms,     Track,     Steel     and 
Rattan 
Amer.  Rattan  &  Beed  Mfg. 
Co. 
Brushes,  Carbon 
General  Electric  Co. 
Jeandron.  W.  J. 
Le  Carbone  Co. 
Morganite  Brush  Co. 
National  Carbon  Co. 
Westinghouse  Elec.  &  M.Co. 
Brash   Holders 
Anderson    Mfg.    Co..    A.    & 

J.   M. 
Columbia  M.  W.  &  M.  I.  Co. 
Brosbes,   Graphite 

National  Carbon  Co. 
Bases,   Motor 
Brill  Co..  The  J.  6. 
Trackless   Trans.   Co. 
Bushings 
Natl.  Fibre  &  Insulation  Co. 
Natl  Metal  Molding  Co. 
Bushings,  Case  Hardened  and 
Manganese 
I     Bemis  Car  Truck  Co. 
Brill  Co.,   The  J.  G. 
Cables 

(See  Wires  and   Cables) 
Cambric,  Yellow  and  Black 
Varnish 
Irvington  Varnish  &  Insula- 
tor Co. 
Cambric,    Tapes.    Yellow    and 
Black  Varnished 
Irvington    Vaniish    &    Insu- 
lator Co. 
Carbon   Brushes 

(See   Brushes,  Carbon) 
Car  Lighting  Appcuatns 
Elec.  Service  Supplies 
Car  Panel  Safety  Switches 
Westinghouse  Elec.  &  M.Co. 
C*ars,  Dump 
Differential    Steel    Car    Co., 
Inc. 
Cars,   Passenger,    Freight, 
Express,  etc. 
American  Car  Co. 
Brill  Co..  The  J.  G. 
Knhlman  Car  Co..  G.  C. 
McGuire-Cummings  Mfg.  Co. 
National    Ry.   Appliance  Co. 
St.  Louis  Car  <^o. 
Thomas.  Perley  A. 
Wason  Mfg.  Oo. 
Cars,  Second-Hand 

Electric  Equipment   Co. 
Car,  Self-Propelled 
Electric  Stora^  Battery  Co. 
General    Electric  Co. 
Castings,   Brass,    ComposlUon 
or   Copper 
Anderson    Mfg.    Co..    A.    & 

J.   M. 
Columbia  M.  W.  &  M.  I.  Co. 
More-Jones  Br.  &  Metal  Co. 
Castings,    Funnel 
Wharton.    Jr.,    &   Co..    Inc.. 
Wm. 
Castings,  Gray  Iron  and  Steel 
American  Steel  Foundries 
Bemis  Car  Truck  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
St.  Louis  Car  Co. 
Standard  Steel  Works  Co. 
Wharton.    Jr..    &   Co..    Inc.. 
Wm. 
Castings,  Malleable  and  Brass 
Amer.   Brake  Shoe  &  Fdry. 

Co. 
Bemis  Car  Truck  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
St.  Louis  Car  Co. 
Catchers  and  Retrievers. 
Trolley 
Earll.  C.  I. 

Electric  Service  Sup.  Co. 
Ohio  Brass  Co. 
Wood  Co..  Chas.  N. 
Catenary  Construction 
Archbold -Brady  Co. 
Circuit  Breakers 
Automatic  Reclosing-  Circuit 

Breaker  Co. 
Cutter  Co. 
<3cneral    Electric  Co. 
Westinghouse  Elec.  &  M.Co. 
Clamps    and    Connectors    for 
Wires  and  Cables 
Anderson    Mfg.    Co..    A.    & 

J.  M. 
Electric  Railway  Bqtiip.  Co. 
Elec.    Service   Supplies  Co. 
(Jeneral   Electric  Co. 
Hubbard  &  Co. 
Westinghouse  Elec.  &  M.Co. 
Cleaners  and  Scrapers,  Track 
(See      also      Snow  -  Plows. 
Sweepers  and   Brooms) 
Brill  Co..   The  J.  G. 
Ohio  Brass  Co. 


Cleats 

Nat'l  Metal  Molding  Co. 
Clasters  and  Sockets 

General   Electric   Co. 
Coal  and  .Ash  Handling 

(See  Conveying  and  Hoist- 
ing  ^lachinery) 
Coil     Banding    and    Wlndinc 
Machines 

Columbia  M.  W.  &  M.  I-  Co. 

Electric  Service  Supplies  Co. 
j  Coils.  .Armature  and  field 

C;olumbia  M.  W.  &  M.  I.  Co. 

General    Electric  Co. 

Westinghouse  Elec.  &  M.  Co. 
Coils.  Choke  and  Kicking 

Electric  Service  Supplies  Co. 

(Jeneral   Electric  Co. 

Westinghouse  Elec    &  M.  Co. 
Coin<€onnting  Machines 

International     Register    Co.. 
The 

Johnson  Fare  Box  Co. 
Commntator  Slotters 

Electric  Service  Supplies  Co. 

General   Electric  Co. 

Westinghouse  Elec.  &  M.  Co. 
C-ommataior    Trolng    Devices 

General  Electric  Co. 
Commutators   or    Parts 

Cameron  Elec'l  Mfg.  Co. 

Columbia  M.  W.  &  M.  I.  Co 

General   Electric  Co. 
i    Westinghouse  ETlec.  &  M.  Co. 
'  Compressors,  Air 
,     A Ill8-Ch aimers   Mfg.   Co. 

(Jeneral    Electric  Co. 

Westinghouse   Trac.    B.    Co. 
Condensers 

Grcneral   Electric  Co. 

Westinghouse  Elec.  &  M.  Co. 
Condensor  Papers 

Irvington    Varnish    S»   Insu- 
lator Co. 
Conduits,  Interior 

Nat'l  Metal  Molding  Co. 
Conduits,  Under^ound 

Std.  Underground  Cable  Co 
C4»nnectors.   Solderless 
Westinghouse  Elec.  &  M.  Co. 
Connectors,  Trailer  Car 

Elec.  Service  Supplies 
Controllers  or  Parts 

Columbia  M.  W,  &  M.  I.  Co. 

General  Electric  Co. 
Westinghouse  Elec.  &  M.  Co. 
Controller    Regulators 

Electric  Service  Supplies  Co. 
Controlling    Systems 

General    Electric    Co. 

Westinghouse  Elec.  &  M.  Cto. 
Converters,    Rotary 

General    Electric  Co. 

Westinghouse  Elec.  &.  M.  Co. 
Conveying   and    Hoisting   Ma- 
chinery 

Columbia  M.  W.  &  M.  I-  Co. 
Copper  Wire 

Anaconda  Copper  Mining  Co. 

Copper  Clad  Steel  Co. 
Cord   Adjastcn 

Nat'l  Fibre  &  Insulation  Co. 
Cord.  Bell.  Trolley.  Register, 
etc. 

Brill   Co..    The  J.   G. 

Electric  Service  Sup.   Co. 

International    Register    (Jo.. 
The 

Roeblings  Sons  C^..  John  A. 

Samson   Cordage  Works 

Silver  Lake  Co. 
Cord  Connectors  and  Couplers 

Electric    Service    Sup    Co. 

Samson   Cordage    Works 

Wood   Co..    Chas.   N. 
Couplers,  Car 

American  Steel  Foundries 

Brill  Co..   The  J.   G. 

Ohio  Brass  Co. 

Van  Dom  Coupler  Co. 

Westinghouse  Tr.  Br.  Co. 
Cranes 

Niles-Bement-Pond  Co. 
Cross  Arms    (See  Brackets) 
Oossing   Fonndations 

International    Steel    Tie    Co. 
Grossings,  Frogs  and  Switches 

Wharton.    Jr.    &    Co..    Inc.. 
Wm. 
Crossing    Signals.      (See    Sig- 
nals.   Crossing) 
Crossings.  Track.   (See  Track, 

Special    Work) 
Curtains     and     Curtain     Fix- 
tures 

Brill  Co..  The  J.  G. 

Elec.    Service   Supplies  Co. 

St.  Louis  Car  Co. 
Dealers'    Machinery 

Archer  &   Baldwin 

Electric  E'quipment  Co. 

Transit   Equipment  Co. 


I  Destination    Signs 

Columbia    M.    W.    &    M.    I 
Co. 

Creaghead  Eng    Co. 
I    Electric  Service  Supplies  Co. 
I  Detective  Service 
I     Wish  Service,  P.  Edward 
]>og8.   Lathe 

Williams  &  Co..  J.  H. 
I  Door    Operating    Devices 

Consolidated     Car     Heating 
Co. 

National  Pneumatic  Co.,  Inc. 
Doors  and   Door  Fixtures 

Brill  Co..  The  J.  G. 

General    Electric   Co. 
Door»  and  Shutters.  Fireproof 

Kinnear  Mfg.  Co. 
Doors,   Folding   Vestibule 

National      Pneumatic      Co., 
Inc. 
Doors,    Steel,    BoHinr 

Kinnear  Mfg.  Co. 
Draft     Rigr^ng.     (See    Coup- 
lers) 
Drills.  Track 

American   Steel   &   Wire  Co. 

Electric  Service  Supplies  Co. 

Niles-Bement-Pond    Co. 

Ohio  Brass  (To. 
Dryers,  Sand 

Electric  Service  Supplies  Co. 
Electrical  Wires  and  Cables 

American    Elec.   Works 

Boebling's  Sons  Co..  J.  A. 

Engineers.     Consulting,     Con* 

tracting   and   Operating 

Allison   &  Co..  J.  E. 

ArchboId-Brad>'  Co. 

Arnold  Co.,  The 

Beeler.   John  A. 

Byllesby  &  Co..  H.  M. 

Clark  Mgmt  Corp.  E.  W. 

Day  &  Zimmerman.  Inc. 

Drum   &  Co..   A.  L. 

Engel   &  Herenor 

Feustel,  Robert  M. 

Ford.   Bacon  &  Davis 

Hemphill    &    Wells 

Hoist.  Englehardt  W. 

Jackson.   Walter 

Kelly  Cooke  &  Co. 

Parsons.   Klapp.  Brinkerboff 
&  Douglas 

Richey.  Albert  S. 

Sanderson    &   Porter 

Sangster  &  Matthews 

Smith  &  Co..   C.  E. 

Stone  &  Webster 
Engines.  Gas.  Oil  and  Steam 

Westinghouse     Elec.    &    M. 
Co. 

Expansion   Joints.   Track 

Wharton.    Jr.    &    Co..    Inc., 
Wm. 
Fare   Boxes 

Cleveland  Fare   Box   Co. 

Eixinomy  Elec.  Devices  Co. 

Johnson  Fare  Box  Co. 

Na'l  Ry.  Appliance  Co. 

Ohmer  Fare  Register  Co. 
Fenees,      Woven      Wire     and 
Fence  Posts 

Amer.  Steel  &  Wire  Co. 
Fenders  and  Wheel  Guards 

Brill  Co..  The  J.  G. 

Cleveland   Fare  Box   Co. 

Consolidated  Car  Fender  Co. 

Electric   Service   Sup.  Co. 

Star  Brass  Works 
Fibre    and    Fibre    Tubing 

Continental  Fibre  Co. 

Nat'l  Fibre  &  Insulation  Co. 

Westinghouse  Elec.  &  M.Co. 
Field  Coils.        (See  Colls) 
Filters.    Water 

Scaife  &  Sons  Co..  Wm.  B. 
Flaxlinum    Insulation 

Nat'l  Ry.  Appliance  Co. 
Floodlights 

Electric  Service  Sup.  Co. 
Floor  Plates 

Amer,  Abraisive  Metals  Co. 
Flooring   Composition 

American       Mason      Safety 
Tread  Co. 
Forglngs 

Columbia  M.  W.  &  M.  I.  Co. 

Standard  Steel  Works  Co. 

Williams  &  Co..  J.   H. 
Frogs,     Track.      (See     Track 

•Work) 
Fuses  and  Fuse  Boxes 

Columbia    M.    W.    &    M.    I. 

(Jeneral  Electric  Co. 
Westinghouse  Elec.  &  M.<3o. 
Williams  &  CJo..  J.  H. 
Fuses.  Reflllable 
Columbia  M.  W.  &  M.  I.  Co. 
(aeneral    Electric  Co. 


Gaskets 

Power    Specialty   Co. 

Westinghouse  Tr.   Br.  Co. 
Gasolene  Torches 

Economy  Elec.  Devices  Co. 
Gas-Electric  Cars 

General    Electric  Co. 
Gas  Producers 

Westinghouse  Elec.  &  M.Co. 
Gates.  Oar 

Brill  Co.,  The  J.  G. 
Gear  Blanks 

Standard    Steel  *Works    Co. 
Gear   Cases 

Columbia    M.    W.    &    M.    I. 
Co. 

Electric  Service  Sup.  CJo. 

Westinghouse  Elec.  &  M.CJo. 
Gears  and  Pinions 

Bemis  Car   Truck  Co. 

Columbia   M.    W.    &   M.    I. 
Co. 

Electric   Service   Sup.   Co. 

General   Electric  <k)- 

Nal'l    Ry  AppUance   Co. 

NuttaU  Ck)..  R.  D. 

Tool    Steel    <5ear    &    Pinion 
Co. 
Generating  Sets,   Gas-Electric 

General  Electric  Co. 
Generators 

EngUsh  Electric  Co..  Ltd. 

General   Electric  Co. 

Westinghouse  Elec.  &  M.Co 
Gongs.         (See       Bells       and 

Gongs) 
Graphite 

Morganite  Brush  Co. 
Greases.     (See  Lubricahts) 
Grinders    and    Grinding    Sup- 
plies 

Metal   &  Thermit  Corp. 

Railway  Track- work  Co. 
Grinding   Blocks   and   Wheels 

Railway  Track-work  Co. 
Guards,   Trolley 

Electric  Service  Sup.  Co. 

Ohio  Brass  Co. 
Hacksaws 

Gladium  Co..  Inc. 
Harps,  Trolley 

Anderson  M.  Co..  A.  &  J.  M. 

Bayonet   Trolley   Harp   Co. 

Electric   Service   Sup.   Ck). 

More  Jones  Br.  &  Metal  Co. 

NuttaU  Co..   R.   D. 

Star  Brass  Works 
Headlights 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

Ohio    Brass    Co. 

St.  Louis   Car  Co. 
Heaters,  Car   (Electric) 

Consolidated      Car      Heating 
Co. 

Economy  Elec.  Devices  Co. 
Gold  Car  Heating  &  Light- 
ing Ck) 

Nat'l  Ry.  Appliance  Co. 

Smith   Heater  Co..  Peter 
Heaters,    Car,    Hot    Air    and 
Water 

Cooper  Heater  Co. 

Smith    Heater   Co..   Peter 
Heaters,   Car    (Stove) 

Electric  Service  Sup.   Co. 

Smith  Heater  Co..  Peter 
Hoists  and  Lifts 

Columbia  M.  W.  &  M.  L  Co. 

Ford-Chain  Block  Co. 

Niles-Bement-Pond   Co. 
Hose,  Bridges 
I     Ohio  Brass  Co. 
Hydraulic    Machinery 

NilesBement-Pond    Co. 

Watson-Stillman   Co. 
Instruments.  Measuring.  Test- 
ing  and    Recording 

Economy   Elec.   Devices  Co. 

Elec.  Service  Supplies 

General   Electric  Co. 

Westinghouse  Elec.  &  M.  (3o. 
Insulating   Cloth,    Paper   an** 
Tape 

Anchor  Webbing  Co. 

(Jeneral    Electric  Co. 

Hope  Webbing  Co. 

Irvington    Varnish    &    Insu- 
lator Co. 

National  Fibre  &  Insulation 
Co. 

Westinghouse  Elec.  &  M.  Co. 
Insulating   3Iachinery 

Amer.  Ins.  Machinery  Co. 
Insulatikg  Silk 

Irvington    Varnish    &    Insu- 
lator  Co. 
Insulating  Varnishes 

Irvington    Varnish    &    Insu- 
lator Co. 


November  5,  1921 


Electric    Eailway    Journal 


61 


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LE  CARBONE" 
CARBON  BRUSHES 


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=     1  I 

Brake  Shoes 
I  I    A.  E.  R.  A.  Standards 

I   I    Diamond  "S"  Steel  Back  is  the  Best  Type  I 

I 

Standard  I 


Patterns 


I 


for 


They  are  uniform  in  quality 

They  talJifor  themselves 


W.  J.  Jeandron 

227  Fulton  Street 
New  York  City 


Pittsburgh   Office: 
636    Wabash    Building 


Canadian  Distributors: 

Lyman    Tube    &   Supply    Co.^   Ltd- 

Montreal   and    Toronto 


SAFETY 
CAR 


I     D-67  for  Narrow  Treads 
I     D-87  for  Wide  Treads 


American  Brake  Shoe  and  Foundry  Co. 
30  Church  Street,  New  York 

332  So.  Michigan  Ave.,  Chicago         Chattanooga,  Tenn. 


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SASHES,  DOORS 
INTERIOR   FINISH 
VESTIBULES  AND  FRAMING 


lSMbo.ii^_7J!  III!  tiWf  a  « ir:  I 


PERLEY  A.  THOMAS 
GAR  WORKS 

Manufacturer  of  Cars 
and   Car   Materials 

Cars  of  all  types  from  one-man  to  large 
interurban 

HIGH  POINT,  N.  G. 


CURTAINS,    VENTILATORS 
SASH    AND    DOOR    TRIMMINGS 
DOOR  AND  STEP  MECHANISM 


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1 

1 


THE  DIFFERENTIAL 
STEEL  CAR  CO. 


I 


H.  Fort  Flower*,  Pres.  and  Gen.  Mgr. 

FINDLAY,  OHIO 


Adjustment  for  slack  is  made  on  the  appli- 
cation  of   the    brake,    not  on  the  release. 


I  I  Send  for  full  detail/. 

I  I    Hamilton  &  Hansen,  Inc.,  13  Park  Row,  New  York,  N.Y 

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Car  Heating  and  Ventilation 

j9  one  of  the  winter  problems  that  you  must 
settle  without  delay.  We  can  show  you  how 
to  take  care  of  both,  with  one  equipment. 
Now  is  the  time  to  get  your  cars  readv  for 
next  winter.     Write  for  details. 

The  Peter  Smith  Heater  Company 
1725  Mt.   Elliott  Ave.,  Detroit,  Mich. 

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52 


Electric    Railway    Journal 


November  5,  1921 


InsnIatioD.     (See  also  Paints) 

Anderson  M.  Co..  A.  &  J.  M. 
Electric  Ry.  Equipment  Co. 
Electric  Service  Sup.  Co. 
Genera!   Electric   Co 

Trvington    Varnith    &    Insu- 
lator  Co. 
Westing-house  Elec.  &  M.  Co 
Insulation,   Slot 

Irvingrton    Varnish    &    Insu- 
lator Co. 
Insulntorfi.      (See    also    Line 
Material) 

Anderson  M    Co..  A.  &  J.  M. 

Oeaghead  Enerineering-  Co. 

Electric  Ry.   Equipment  Co. 

Electric  Service  Supplies  Co. 

General  Electric  Co. 

Irving-Lon    Varnish    S»   Insu- 
lator  Co. 

Macallen  Co..  The 

Ohio  Brass  (3o. 

Westing^house  Elec.  &  M.  Co. 
Insnlator  Pins 

Electric  Service  Sup.  Co. 

Hubbard  &  Co. 
InHurance,   Fire 

Marsh    &   McLennan 
Inventions      Developed      and 
Perfected 

Peters  &  Co..  G.  D. 
Jacks.       (See     also      Cranes, 
Hoists  and  Lifts) 

Buckeye  Jack  Mfg:.  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Elec.  Service  Soipplies 

National  Ry.  Appliance  Co. 

Watson-Stillman   Co. 
Joints,    Rail 

Amer.  Chain  Co  .  Inc. 

Rail   Joint  Co. 
Journal   Boxes 

Bemis  Car  Truck  Co. 

Brill  Co..  J.  G. 
I^nip    Guards    and    Fixtares 

Anderson  M.  Co..  A.  &  J.  M. 

Electric  Service  Sup.  Co. 

General   Electric  Co. 

Westing-house  Elec.  &  M.  Co. 
Lamps,  Arc  and  Incandescent 
(See   also    Headlights) 

Anderson  M.  Co  .  A.  &  J.  M. 

General    Electric    Co. 

Nat'l   Elec.    Specialty  Co. 

Westingrhouse  Elec.  &  M.  Co 
I^inps.  Signal  and  Marker 

Nichols  Lin  tern   Co. 
Lanterns.   Classification 

Nichols-Lintern  Co. 
Lathe   Attachments 

Williams  &  Co..  J.  H. 
I.Atlie«,  Car  Wheel 

Niles-Bemeni-Pond  Co. 
Leather,    Cloth 

Standard  Textile   Prods. 
Corp. 
Lightning    Protection 

Anderson  M.  Co.,  A.  &  J.  M. 

Electric  S-ervice  Sup.  Co. 

Greneral  Electric  Co. 

Ohio  Brass  Co. 

Westing-house  Elec.  &  M.  Cu. 
Line     Material.       (See     also 
Brackets,  Insulators,  Wires, 
etc.) 

Anderson  M.  Co..  A,  &  J.  M. 

Archbold   Brady  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Creag"head   Eng.  Co. 

Electric    Ry.    Equip.    Co. 

Electric   Service  Sup.   Co. 

English  Electric  Co..  Ltd. 

(reneral  Electric  Co. 

Hubbard  &  Co. 

Macallen  Co.,  The 

More-Jones  Br.  &  Metal  Co. 

Westing-house  Elec.  &  M.  Co. 
Locking  Spring;  Boxes 

Wharton,  Jr.  &  Co.,  Inc.. 
Wm 
I-«comotives,   Electric 

General  Electric  Co. 

McGuire-Cumming-8  Mfg-.  Co. 

Westing-house  Elec.  &  M.  Co. 
Lubricating  Engineers 

Galena-Signal   Oil  Co. 

Texas  Company 

Universal  Lubricating  Co. 
Lubricants,  Oil  and  Grease 

Borne.   Scrymser  Co. 

Galena-Signal   Oil  Co. 

Texas  Company 

Universal  Lubricating-  Co. 
Lumber.     ( (See    Poles,    Ties, 

etc.) 
Machine  Tools 

Columbia  M.  W.  &  M.  I.  Co. 

Niles-Bement-Poud  Co. 

Watson-Stillman   Co. 
Magnet.   Wire 

Belden  Mig.  Co. 
^Manganese       Steel.       Special 
Track  Work 

Wharton.    Jr.    &    Co..    Inc.. 
Wm. 
Meters.  Car,  M'att-Hoor 

Economy   Elec.   Devices  Co 
Mica 

Macallen  Co..  The 
Motor   Bnses 
(See  Buses.  Motor) 
Motormen's  Seats 

Brill  Co..  J.  G. 

Electric  Service  Sup.  Co. 

Wood   Co..    Chas    N. 
Motors,  Electric 

General   Electric  Co. 


I     Westinghouse  Elec.  &  M.  Co 
I  .Victor  and  Generator  Sets 
I     General    E'ectric    Co. 
MoIde<I  In^iuiations  and  Parts 

Be.deii    Mig.    Co. 
Molding,  Metal 
Nafl  Metal  Molding  Co. 
Nuts  and   Bolts 
Barbour-Stoekwell  Co. 
Bemis  Car  Truck  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Hubbard  &  Co. 

Oils,       (See    Lubricants) 
Packing 

Elec.  Service  S-uppHes 

Power  Specialty  Co. 

Westinghouse  Tr.  Br.  Co. 
Paints     and     Varnishes     for 
Woodwork 

National  Ry.  Appliance  Co. 
Paving      Bricks.      Filler      & 
Stretcher 

Nelsonville  Brick   Co. 
Paving  Material 

Amer.  Br.  Shoe  &  Fdry  Co. 

Nelsonville   Brick   Co. 
Pickups,    Trolley    Wire 

Electric  Service  Sup.  Co. 

Ohio  Brass  Co. 
Pinion   Pullers 

Columbia  M.  W.  &  M.  I.  Co. 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

Wood  Co..  Chas.  N. 
Pinions.     (See  Gears) 
Pins.    Case    Hardened,    Wood 
and  Iron 

Bemis  Car  Truck  Co. 

Electric  Service  Sup.  Co. 

Ohio   Brass  Co. 

Westinghouse  Tr.  Br.  Co. 
Pipe 

National  Tube  Co. 
Pipe  Fittings 

Power   Specialty  Co. 

Standard  Steel  Works  Co, 

Watson-Stillman  Co. 

Westinghouse  Tr.  Br.  Co. 
Planers.   (See  Machine  Tools) 
Pliers.  Insulated 

Electric  Service  Sup.  Co. 
Plugs 

Nafl  Metal  Molding  Co. 
Pole  Reinforcing 

Hubbard  &  Co. 
Poles,   Metal  Street 

Bates  Expanded  Steel  Truss 
Co. 

Electric  Ry.  Equip.  Co. 

Hubbard   &  Co. 
Poles,  Ties  Post.  Pilling  and 
Lumber 

Southern  Cypress  Mtr.  Assn. 
Poles,  Trolley 

Anderson  Mfg.  Co..  A.  & 
J.  M. 

Bayonet    Trolley    Harp   Co. 

Columbia  M.  W.  &  M.  I.  Co. 

National  Tube  Co. 

Nuttall  Co..  R.  D. 
Poles,    Tubular   Steel 

Electric  Ry  Equip.  Co. 

Elec.  Service  Supplies 

National  Tube  Co. 
Power  Saving  Devices 

Economy    Elec    Devices   Co. 

Nat'l  Ry.  Appliance  Co. 

Pressure    Regulators 

(Jenerai  Electric  Co. 

Westinghouse  Elec.  &M.  Co. 
Pumps 

Schutte  &  Koerting  Co. 

Watson-Stillman   Co. 
Punches,  Ticket 

Bonney-Vehslage  Tool  Co. 

International  Register  Co.. 
The 

Wood  Co..  Chas.  N. 
Punching    Machinery 

Watson-Stillman   Co. 

Purifiers,  Feed  Water 

Scaife  &  Sons  Co..  Wm.  B 
Rail  Grinders.  (See  Grinders/ 
Railway   Safety  Switches 

Westing-house  Elec.  &  M.  Co. 
Rail  Welding.  (See  Welding 
Processes 

Ry.  Track-work  Co. 

Rail  Welding  &  Bonding  Co. 
Rattan 

Amer.  Rattan  &  Reed  Mfg. 
Co. 

Brill  Co..  The  J.  G. 

Electric  Service  Sup.  Co. 

McGuire-Cummings  Mfg.  Co. 

St.  Louis  Car  Co. 

Receptacles  and  Plugs 

Home  Mfg.  Co. 
Registers    and    Fittings 

Brill  Co.,   The  J.  G. 

Electric   Service   Sup.  Co. 

International  Reg.  Co..  The 

Ohmer  Fare  Register  Co. 

Rooke  Automatic  Reg.  Co, 
Reinforcement.    Concrete 

Amer.  Steel   &  Wire  Co. 
Repair  Shop  Appliances.   (See 
also      Coil      Banding     and 
Winding  Machines) 

Columbia  M.  W.  &  M.  I.  Co. 

Electric  Service  ^up    ^.         ! 


Repair      Work.       (See      also 
Coils) 

Columbia  M.  W.  &  M.  I.  Co. 

General   Electric  Co. 

Westinghouse  Elec.  &  M.  Co. 
Repiacers.  Car 

Amer.  Chain  Co..  Inc. 

Columbia  M.  W.  &  M.  I.  <3o. 

Electric  Service   Sup.   Co. 
Resistance,  Grid 

Columbia  M.  W.  &  M.  I.  Co. 
Resistance,    Wire    and    Tube 

General   Electric  Co 

Westinghouse  Elec  &  M.  Co. 
Retrievers,         Trolli'v.         See 
Catchers  and  Retrievers, 
Trolley) 
Rheostats 

Greneral  Electric  Co. 

Westinghouse  Elec.  &  M.  Co 
Rosettes 

Nafl  Metal  Molding  Co. 
Rubber  Covered  Wires  and 
Cables 

Belden  Mfg.  Co. 
Sanders.    Track 

Brill  Co..  The  J.  G. 

Columbia  M.  W.  &  M.  I.  Co. 

Electric  Service  Sup.  Co. 

Nichols-Lintern  Co. 

Ohio  Brass  Co. 

St.  Louis  Car  Co. 
Sash   Fixtures,   Car 

Brill  Co..  The  J.  G. 
Scrapers,  Track.    (See  Clean- 
ers and  Scrapers,  Track) 
Seating   Materials 

Brill  Co..  J.  G. 

St.  Louis  Car  Co. 

Standard    Textile    Prods. 
Corp. 
Seats,  Car.   (See  also  Rattan) 

Amer.  Rattan  &  Reed  M^g. 
Co. 

Brill  Co..  The  J.  G. 

Peters  &  Co..   G.   D. 

St.  Louis  Car  Co. 
Second-Band    Equipment 

Archer   &    Baldwin 

Electric    Equipment    Co. 
Shades,   Vestibule 

Brill  Co..  The  J.  G. 
Shovels 

Hubbard  &  Co. 
Shovels,  Power 

Brill   Co..   The  J.   G. 
Signals,    Car  Starting 

(iousoUdated     Car     Heating 
Co. 

Electric  Service  Sup.  Co. 

Nat'l  Pneumatic  (^o..  Inc. 
Signals,    Indicating 

Nichols-Lintern    Co. 
Signal    Systems.    Block 

Electric  Service  Sup.  Co. 

Naehod  Signal  Co..  Inc. 

Union   Switch   &   Sigmal   Co 

U.  S.   Electric  SigTial  Co. 

Wood  Co.,   Chas.   N. 
Signal      Systems,      Highway 
Crossing 

Naehod  Signal  Co..  Inc. 

U.   S.   Electric  Signal  Co. 
Slack  Adjusters.     (See  Brake 

Adjusters) 
Sleet  Wheels  and  Cutters 

Anderson    Mfg.    Co.,    A.    & 
J.  M. 

Bayonet   Trolley   Harp   Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Electric   Ry.   Equip.  Co. 

Elec.  Service  Supplies 

More-Jones  Br.  &  Metal  Co. 

Nuttall  Co.  R.  D. 
Smokestacks.   Ca^ 

Nichols-Lintern    Co. 
Snow-Plows,     Sweepers     and 
Brooms 

Amer.  Rattan  &  Reed  Mfg. 
Co. 

Brill  Co..   The  J.   G. 

Columbia  M.  W.  &  M".  I.  Co. 

Consolidated  Car  Pender  Co. 

McGuire-Cummings  Mfg  Co. 
Sockets  &  Receptacles 
Nat'l  Metal  Molding  Co. 
Soldering  and   Brazing.    (See 
Welding  Processes  and  Ap- 
paratus.) 
Special    Adhesive    Papers 

Irvington    Varnish    &    Insu- 
lator Go. 
Spikes 

Amer.  Steel  &  Wire  Co. 
Splicing  Compounds 

Westinghouse  Elec.  &  M.  Co. 
Splicing  Sleeves.   (See  Clamps 

and  Connectors) 
Springs,  Car  and  Track 

American   Steel   &  Wire  Co. 

Bemis  Car  Truck  Co. 

Brill   Co..   The  J.   G. 

Fort  Pitt  Spring  &  Mfg.  Co. 

Standard   Steel    Works   Co. 

Taylor    Electric    Truck    Co. 
Sprinklers,    Track    and    Road 

Brill  Co.   The  J.   G. 

McGuire-Cummings  Mfg.  Co. 

St.  Louis  Car  Co. 
Steps,  Car 

Amer.   Abrasive   Metals  Co. 

American       Mason       Safety 
Tread   O). 


Stokers,  Mechanical 

Babcock  &   Wilcox  Co. 
Westinghouse  Elec.  &  M.  Co. 
Storage   Batteries.     (See   Bat- 
teries.   Storage). 
Strand 
Copper  Clad  Steel  Co. 
Roebling's    Sons   Co..    J.    A. 
Superheaters 
Babcock  &  Wilcox  Co. 
Power   Specialty  Co. 
Sweepers.    Snow.    (See   Snow 
Plows,         Sweepers        and 
Brooms) 
Switch  Stands 

Ramapo  Iron  Works. 
Switches,   Selector 

Nichols-Lintern   Co. 
Switches,  Track,   (See  Trdck. 

Special    Work) 
Switches     and     Switchboards 
Anderson  Mfg.  Co..  A.  &  J. 

M. 
Cutter  Co. 

Electric  Service  Sup.  Co. 
General   Electric  Co. 
Westinghouse  Elec.  &  M.  Co. 
Tapes    and    Cloths.    (See    In- 
sulating Cloth,   Paper   and 
Tape) 
Telephones  and  Parts 

Electric  Service  Sup.  Co. 
Testing  Instruments,    (See  In- 
struments, Electrical  Pleas- 
uring Testing,  etc.) 
Thermostats 
Consolidated  Car  Heating  Co. 
Gold  Car  Heating  &  Light- 
ing Co. 

Railway  Utility  Co. 
Smith  Heater  Co..  Peter 
Thread-Cutting   Tools 

Williams  &  Co.,  J.  H. 
Ticket     Choppers     and      De- 
stroyers 
Electric  Service  Sup.  Co. 
Ties,  Mechanical 

Daj-lon   Mechanical   Tie   Co. 
Ties  and  Tie   Rods,  Steel 
Barbour-Stockwell    Co. 
International    Steel    Tie   Co. 
Ties,  Wood  Cross.    (See  Poles. 

Ties.  Posts,  etc.) 
Tongue  Switches 
Wharton.    Jr.,    &    Co..    Inc.. 
Wm. 
Tool  Holders 

WiUiams   &  Co..   J.   H. 
Tool  Steel 
Cambria  Steel  Co. 
Midvale  Steel  &  Ord.  Co. 
Tools.  Track  and  Mlscell. 
Amer.   Steel  &  Wire  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Electric  Service  Sup.   Co. 
Hubbard  &  Co. 
Railway  Track-work  Co. 
Tools,    Thread    Cutting 
Williams  &  Co..  J.  H. 
Towers      and      Transmission 
Structures 
ArchboldBrady    Co. 
Bates  Expanded  Steel  Truss 

Co. 
Westinghouse  Elec.  &  M.  Co 
Track,  Special  Work 
Barbour-Stockwell    Co. 
N.  Y.  Switch  &  Crossing 

Co. 
Ramapo  Iron   Works 
Wharton.    Jr.    &    Co..    Inc.. 
Wm. 
Transfer   Issuing   Machines 
Ohmer  Fare  Register  Co.- 

Transformers 

General   Electric   Co. 

Westinghouse  Elec.  &  M.  Co 
Treads,     Safety.    Stair,    Car 
Step 

Amer.   Abrasive  Metals   Co 

Amer.    Mason    Safety   Tread 
Co. 
Trolley  Bases 

Anderson    Mfg.    Co..    A.    & 
J.  M. 

Electric  Service  Sup.  Co. 

Greneral  Electric  Co. 

Nat'l  Ry.  Appliance  Co. 

Nuttall  Co..  R.  D. 

Ohio  Brass  Co. 
Trolley  Bases.  Retrieving 

Anderson    Mfg.    Co..    A.    & 
J.    M. 

Electric  Service  Sup.  Co. 

General   Electric  Co. 

More-Jones    Br.    &   Met    Co. 

National   Ry.  Appliance  Co. 

Nuttall  Co..   R.  D. 

Ohio  Brass   Co. 
Trolley    Buses 

Brill  Co..   The  J.   G. 

General    Electric  Co. 

Westinghouse  Elec.   &   Mfg. 
Co. 
Trolley  Material 

Elec.  Service  Supplies 

Ohio   Brass  Co. 
Trolleys  and  Trolley  Systems 

Ford   Chain    Block    Co. 


Trolley  Wheels.    (.See  Wheclsv. 

Trolley) 
Trolley  Wire 

American  ETlec'l  Works 
Amer.   Steel  &  Wire  Co. 
Anaconda  Copper  Mining  Co> 
Bridgeport  Bra^-s  Co. 
Copper  Clad  Steel  Co. 
Roebling's  Sons  Co..  John  A. 

Trucks,  Car 

Brill  Co.,  The  J.  G. 
Bemis  Car  Truck  Co. 
McGuire-Cummings    Mfg.Oo^ 
St.  Louis  Car  Co. 
Taylor   Electric   Truck  Co. 

Tnbing,  Steel 

National  Tube  Co. 
Tubing  Yellow  and  Black 
Flexible  Varnish 

Irvington    Varnish    &    Insu- 
lator Co. 

Turbines.  Steam 

General   Electric  Co, 
Terry  Steam  Turbine  Co. 
Westinghouse  Elec.  &  M.  Co. 

Turnstiles 
Elec.  Service  Supplies 
Perey  Mfg.  Co.,  Inc. 

Upholstery  Materials 
Amer.  Rattan  &  Reed  M.  Co.. 

A^alves 

Ohio  Brass  Co. 
Westinghouse  Tr.  Br.  Co. 

Varnished   Papers 

Irvington    Varnish    &    Insu- 
lator Co. 
Varnished  Silks 

Irvington    Vaniish    &    Insu- 
lator Co. 
Varnishes   (See  Faints,  etc.) 
Ventilators.   Car 

Brill  Co..  The  J.  G. 

National  Ry.  Appliance  Co- 

Nichols-Lintern  Co. 

Railway  Utility  Co. 

St.  Louis  Car  Co. 
Vises.  Pipe 

WiUiams  &  Co..  J.  H. 
Water  Softening  and  Purify- 
ing  Systems 

Scaife  &  Sons  Co..  Wm.  B. 
Welded   Rail  Joints 

Ohio  Brass  Co. 

Ry.  Track-work  Co. 

Rail  Welding  &  Bonding  Co. 
Welding  Processes  and  Appa- 
ratus 

American   Steel   &  Wire  (3o. 

Electric  Ry.  Improv.  Co. 

(General  Electric  Co. 

Metal  &  Thermit  Corp. 

National  Ry.  Appliance  Co, 

Ohio  Brass  Co. 

Ry.  Track-work  Co. 

Rail  Welding  &  Bonding  Co. 

Westinghouse  Elec.  &  M.  Co. 
Welders,  Portable  Electric 

Electric  Ry.  Improv.  Co. 

Ohio  Brass  Co. 

Ry.  Track-work  Co. 

Rail  Welding  &  Bonding  Co. 
Wheel    Guards    (See    Fenders 

and  Wheel  Guards) 
Wheel  Grinders 

Wheel    Truing    Brake    Shoe 
Co. 
Wheel  Presses    (See  Machine 

Tools) 
Wheels,  Car,   Cast  Iron 

Assn.    of    Mfrs.    of    Chilled 
Car  Wheels 

Griflin    Wheel   Co. 
Wheels.  Car,  Steel  and  Steel- 
Tired 

Amer.  Steel  Foundries 

Standard  Steel  Works  Co. 
Wheels,  Trolley 

Anderson    Mfg.    Co.,    A.    & 
J.  M. 

Bayonet  Trolley  Harp  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Electric  Ry.  Equip.  Co. 

Elec.  Service  Supplies  Co. 

General  Electric  (5o. 

More-Jones  Br.  &  Metal  Co. 

Nuttall  Co..  R.  D. 

Star  Brass  Works 
Whistles,  Air 

General  Electric  Co. 

Ohio  Brass  Co. 

Westinghouse  Tr.  Br.  Co. 
Wire  Rope 

Amer.  Steel  &  Wire  Co. 

Roebling's  Sons  Co..  J.  A. 
Wires  and  Cables 

Amer.  Electrical  Works 

Amer.   Steel  &  Wire  Co. 

Anaconda  Copper  Min.  Oo. 

Belden  Mfg.  Co. 

Bridgeport  Brass  Co. 

Copper  Clad  Steel  Co. 

(reneral   Electric  (3o. 

Kerite     Insulator     Wire     & 
Cable  Co. 

Roebling's  Sons  Co..  J.  A. 

Westinghouse  Elec.  &  M.  Co 
Wrenches 

Williams  &  Co..  J.  H. 


November  5,  1921 


Electric    Railway    Journal 


53 


THE  IMPERIAL  OMNIBUS 


The  first  exclusive  motorbus  chassis  of  the 
low  center  of  gravity  type  ever  produced  and 
obtainable  by  all  transportation  companies. 

The  low  center  of  gravity  prevents  accidents 
to  life  and  property  and  reduces  operating 
costs. 


If  your  transportation  company  is  to  have 
modern  and  safe  equipment  stop  using  truck 
chasses  and  use  the  Imperial  Omnibus  built  on 
an  exclusive  motorbus  chassis. 

Send  for  descriptive  literature  and  full  infor- 
mation. 


TRACKLESS  TRANSPORTATION  CORPORATION 

Originators  of  the  Low  Center  of  Gravity  Omnibu* 

300  Madison  Avenue,  New  York  City 


B.  A,  Hegeman,  Jc,  President 
Charles  C.  Castle,  First  Vice  Pmldeot     W.  C.  Iiituoln,  M<r.  Sales  k  Entlneerlnc 
Harold  A.  Hezeman.  Vice  Pres.  and  Treas.    fred  C.  jToelirsecretary 

National  Railway  Appliance  Co. 

50  East  42nd  St.,  New  York  City 

HeKeman-CaBtle    Corporation  National  Railway  Apjillanc*  Co. 

343  So.  Dearborn  St..  Chicago.  111.  Munsey  BldK..  WaBhinrton.  D.  C. 

National   Railway  Appliance  Co. 

Little  BldE..  Boston.  Mass. 

RAILWAY  SUPPLIES 


Tool    Steel    Gears    and    Pinions 
Anderson   Slack  Adjusters 
(?ene8co  Paint  Oils 
Dunham  Hopper  Door  Device 
Feasible  Drop  Brake  Staffs 
Flaxllnum  Insulation 
Ansio-American      Varnishes. 

Paints,      Enamels,     Snrfaocrs, 

Shop  Cleaner 
Johnson  Fare  Boxes 


Drew  Line  Material  and  Railway 

Specialties 
Perry  Side  Bearings 
Hartman  Centering  Center  Plates 
Economy  Power  Saving  Meter 
H  &  W  Electric  Heaters 
Garland  Ventilators 
Pitt  Sanders 
National    Safety    Car   Equipment 

Co's   One-Man  Safety   Cars 
Reversible  Sliding  Trolley  Shoes 


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^^ 


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I  I 

I       The  Most   Successful   Men   in   the   Electric  Railway   In-       | 
I       dustry  read  the  | 

I     ELECTRIC  RAILWAY  JOURNAL     | 

I  Every  Week  I 


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i      SAMSON  SPOT  WATERPROOFED  TROLLEY  CORD  I    I 


MOBE-JQNES 

"nQEE-BROT^E" 

AXLE 

/ANDAEMATU2E 

BEARINGS 

J/oi  alwaifs  me  c/ieapesi,  hui  eVer 
/on^s/  in  tuiimaie  cost 


MOBE-JQNES  BRASS  &METAL  CO. 

St.  Louis.  Missouri. 


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UM linni ilininnnni innnlli i Mnnnniinrniinnnn ni mm mi inn in i i 

I        Railroad  and  Tram  Car  Specialties 

I  New    inventions   developed,    perfected 

I  and    worked    fur   the    English   market 

I    Messrs.  G.  D.  Peters  &  Co.,  Ltd. 

i  Windsor    Works,    Slough    (Bucks),    Eng. 

=  3 

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1^ 


_  Tride  Marfc     l    :  I'ai.    off.  = 

%  Made  of  extra  quality   stock   firii.,.    :>..<:  j^d   and   smoothly   finished  = 

=  Carefully  inspected  and  (fuaraiut-ed   free  from  dawn  § 

§  Samples  and  information  gladly  went.  r 

I  SAMSON  CORDAGE  WORKS,  BOSTON,  MASS.  | 

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Car  Seating,  Broom  and  Snow  Sweeper 
I  Rattan,  Mouldings,  etc. 

I  AMERICAN  RATTAN  &  REED  MFG.  CO. 

I  Brooklyn.   N.  Y. 

I  AMERICAN  meant  QUALITY 

I  RATTAN  SUPPLIES  OF  EVERY  DESCRIPTION 

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54 


Electric    Railway    Journal 


November  5,  1921 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 


Pace 

Allis-Chalmers    Mfg.    Co 37 

AlliaoD  Co..  J.  E 26 

American  Abrasive  Metals  Co.  .  54 
Amer.  Brake  Shoe  &  Fdry.  Co. .    51 

American  Car  Co 57 

American  Chain  Co..  Inc 35 

American  Electrical  Works.  ...  42 
American    Insulating    Machinery 

Co 42 

American  Mason  S.  T.  Co .54 

American  Rattan  &  Reed  Htg.  Co.   53 

American  Steel  Foundries 41 

American  Steel  &  Wire  Co 43 

Anaconda  Copper  Mining  Co ...  .    41 

Anchor  Webbing  Oo 45 

Anderson  Mfg.  Co.,  A.  &  J.  M. .    38 

Archbold-Brady  Co 43 

Archer  &  Baldwin,  Inc 4S 

Arnold  Co.,  The 26 

ABsn     of    Mfrs.    of    Chilled    Car 

Wheels    55 

Automatic  Reclosing  Circuit 

Breaker  Co 44 


Page 

Day  &  Zimmermann.  Inc 27 

Dayton  Mechanical  Tie  Co 17 

Differential  Steel  Car  Co..  The.  .    16 
Drum  &  Co..  A.  L 26 


Earn.  C.  1 47 

Economy   Elec.   Devices  Co 15 

Electric  Equipment  Co 48 

Electric  Ry.  Equipment  Co. ...  10 

Electric  Ry.  Improvement  Co.. .  43 

Electric  Service  SuppUes  Co 9 

Electric   Storage   Battery  Co.  .  .  .  47 

Engel  &  Hevenor.   Inc 27 

English-Electric  Co..  The.  I>td. .  A 


Feustel.  Bobt.  H 26 

Flood  City  Mfg.  Co 47 

Ford.  Bacon  &  Davis 26 

Ford  Chain  Block  Co 46 

"For   Sale"   Ads 48 

Fort  Pitt  Spring  *  Hfg.  Co 51 


Babcoek  &  Wilcox  Co 44 

BarbourStockwelJ  Co 43 

Bates  Expanded  Steel  Tmss  Co.  35 

Bayonet   Trolley   Harp  Co 39      „„,„„  ai^.i   rxi  n,. 

Beeler.  John  A 26     ?*'*''*;*ij;°'"  °^V^ 

Belden   Mfg.    Co 45 

Bemls  Oar  Truck  Co 30 

Bonney- Vehslage  Tool  Co 46 

Borne.  Scrymser  Co 44 

Bridgeport  Brass  Co 12 

Brill  Co..   The  J.  G 57 

Buckeye.  Jack.  Mfg.  Co 46 

Byllesby   Eng.   &  Mfg.   Corp....  27 


Cameron  Electrical  Mfg.  Co ... ,  47 

Clark  Mgr.  Corp..  B.  W 27 

Cleveland  Fare  Box  Co 46 

Coal  &  Iron  Mat'l  Bank 27 

Collier,   Inc..  Barron  G .  .  Back  Cover 

Columbia  M.  W.  &  M.  I.  Co.  .  .  .  56 

Consolidated  Car  Pender  Co ... .  54 

Consolidated  Car  Heating  Co . . .  48 

Continental  Fibre  Co..  The 46 

Copper  Clad  Steel  Co 42 

Cooper  Heater  Co..  The 46 

Creaghead   Engineering  Co 47. 

Cutter   Co 441 


23 

General  Electric  Co 24 

Gladium   Co.   Inc 54 

Gold  Car  Heating  &  Ut.  Co 46 

Gould.  L.  E 26 

Griffin   Wheel   Co 41 


Hamilton  &  Hansen 51 

"Help  Wanted"  Ada 48 

Hemphill   &  Wells 26 

Hoist.  Bnglehardt  W 26 

Hope,  Webbing  Co 45 

Borne  Mfg.  Co 47 

Hubbard  *  Co 43 


International  Register  Co.,  The.    34 

Intemat'l  Steel  Tie  Co..  The 

Front  Cover 
Irvington     Varnish     &    Insulator 
Co 34 


Jackson.     Walter 

Jeandron,    W.  J 

Johnson  Fare  Box  Co. 


Page 

. .  26 
. .  51 
..461 


Kelly  Cooke  &  Co 27 

Keritc    Insulated    Wire    &   Cable 

Co 42 

Kinner  Mfg.  Co 37 

Euhlman  Car  Co 57 


LeCarbone  Co 51 


Maoallen   Co 

McGuire-Cummings  Mfg.  Co. .  . 

Marsh  &  McLennan    

Metal  &  Thermit  Corp 

More-Jones  Brass  Metal  Co. . . 
Morganite  Brush  Co 


N 


Nachod  Signal  Co 

National    Brake  Co 

National  Carbon  Co 

National  Fibre  &  Insulation  Co. 

National  Metal  Molding  Co 

Nat'l  Pneumatic  Co..  Inc 

Mat'l  Ry.  Appliance  Co 

National  Tube  Co 

Nelsonville  Brick  Co 

New  York  Switch  &  Cros^ng  Co. 

Nichols-Lintern   Co 

Milea-Bement-Pond  Co 

Nuttall  Co..   R.   D 


Ohio  Brass  Co 

Ohmer  Fare   Register   Co.  . 


27 
22 
6 
18 
53 
39 


Parsona,    Klapp.    Brinckerbofl   A 

Douglas     26 

Percy  Mfg.  Co.,  Inc 46 

Peters  A  Co 53 

Positions  Wanted  and    Vacant. .    48 
Power  Specialty  Co 45 


B 

Fan 

Rail  Joint  Co 44 

Railway  Track-work  Co 21 

Railway  Utility  Co 47 

Rail   Welding  &  Bonding  Co.  .  .  .  44 

Ramapo  Iron  Works 43 

Richey.    Albert  S 26 

Roebling's  Sons  Co..  John  A. . . .  42 

Rooke  Automatic  Begister  Co . .  46 

S 

St.  Louis  Car  Co 40 

Samson   Cordage   Works 53 

Sanderson    &    Porter 26 

San^ster  S»  Matthews 27 

Scaife  &  Sons  Co.,  Wm.  B 45 

Searchlight  Section    48.  49 

Silver    Lake    Co 47 

Smith  &  Co.,  C.  B 26 

Smith  Heater  Co..  Peter 51 

Southern  Cvpress  Mfrs.  Assn .  .  .  36 

Standard  Steel  Works  Co 32 

Standard  Textile  Prods.  Corp.  .  .  13 

Star  Brass  Works 48 

Stone  &  Webster 26 

Stucki  Co.,  A 54 

I 

Taylor  Electric  Truck  Co 40 

Terry  Steam  Turbine  Co 45 

Texas   Co 31 

Thomas,    Perley    A 51 

Tool  Steel  Gear  &  Pinion  Co . . .  36 

Trackless  Transportation  Co.  .  .  .  53 

V 

Union  Switch  &  Signal  Co 8 

U.  S.  Electric  Signal  Co 14 

Universal  Lubricating  Co 20- 

V 

Van  Dorn  Coupler  Co 4t 

W 

"Want"  Ads   48 

Wa.«on    Mff     Co 57 

Watson-Stillman  Co 48 

Westinffhoufe   Elee.  &  Mfg.  Co.  3,  4 

West'gh'se  Traction  Brake  Co . .  5 

Wharton.  Jr.  &  Co.,  Wm 43 

Wheel  Truing  Brake  Shoe  Co . .  48 

White  Eng.  Corp.,  The  J.  Q 26 

Williams  &  Co..  J.  H 46 

Wish  Service.  The  P.  Edw 54 

Wood  Co..  Chas.  N 42 


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IFERALUN  *"'■""- 


Treads 


Car  Steps 

Floor 


Plates 
Station  Stairs 

Door  Saddles,  etc. 

AMERICAN  ABRASIVE  METALS  CO. 


0—t  togwtktr 


=  SO   Church  St.,  New  York  City 

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aiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiifiiiiiimiiiiiimiiiii 


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STUCKI    I 

SIDE      I 

BEARINGS  I 

A.  STUCKI  CO.     i 

Oliver  BIdg.  = 

Pittsburgh,  Pa.      E 

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HACKSAW 


)EEP 


-ECONOMY 

EFFICIENCY 


BLADES 


PROVIDENCE        H-B 


FENDERS 


LIFE  GUARDS     I 


=        The  Consolidated  Car  Fender  Co^  Providence,  R.  I.        | 

I        Wendell  &.  MacDuffie  Co.,  61   Broadway,  New  York       | 
=  General  Sales  Affents  £ 

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MASON  SAFETY  TREADS  § 

i  Standard  for   2  5    years    for    car    and    station   steps.  3 

I  STANWOOD  STEPS  § 

=  Sell-cleaning,    non-slipping,    light    weight  S 

I  KARBOLITH  FLOORING  § 

=  For   steel   cars^-sanitary,  fireproof,  non-slippery  1 

I  AMERICAN  MASON  SAFETY  TREAD  CO.  I 

=  Lowell,  Mass.  1 

=  Branch   offices    in    New    York    and    Philadelphia  E 

I  Joseph  T.  Eyerson  &  Son,  Chieaeo.  Western  Distribators  = 

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THE  P.  EDWARD  WISH  SERVICE 

so  Church  St.  DETECTIVES  131    State   St. 

NEW   YORK  Street  Railway  Inspection  BOSTON 


CLADIUMOO.Inc34CliFFStNewYoi'k    i 

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When  writing  the  advertiser  for  information  or 

prices,   a  mention   of   the  Electric  Railway 

Journal  would  be  appreciated. 


November  5,  1921 


Electric    Railway    Journal 


56 


^f  map  above  shows  the  location  oj  the49foiindnpi 

ir,  the  United SlaCei  and  Canada.rapiesented  bi/ /he 

MsociaCion  c^ Manufacturers  c^ Chilled  Car  If'heeli 


Chicago        5  Boston  Huntin^on W^Va 

StLouis  2  Detroit  Wilmindtoii.Del 

Buffalo         4  St.  Paul  Houston.Tex 

Pittsburgh     Z  KansasCity.Kdn  Hannibal  Mo 

Clevelana     2  Pcnver  Beading.Pa 

Amherat  N.S  Tacoma  Baltimore 

Montreal  Rochester.  N.Y  Richmond.Va 

MiclxCity,  Ind  Savre.Pa  FlWilliam.Onl 

Louisville  Berwick.Pa.  St.Thomas.  ■ 

Ml  Vernon,  111  Albany  Hamilton. 

Ft.Wayne.lnd  Toronto  Kamapo.N.y 

Bnmingharn  NewGlasgowNS  Marshall. Tex 

Atlanta  Madison.lll.  LosAn^eles 

Savannah  "^^  Cbuncil  Bluffs 

AMERICAN  PaILROAD  ASSOOATION  STANDARDS 

b50  lb  wheel  for  00.000  Capacity  Can 
700 ib.  Wheel  for  80.000  Capacity  Can 
750  lb.  wheel  for  100,000  Capacity  Can 
8501b.  wheel  for  140,000  Capacity  Can 

JThe  Standard  Wheel  for 
Seventy  "Years 


Where 

CH I LLED 
IRON  WHEELS 

are  made  for  ^ilway 
and  Street  Car  Service 

Caf)acUy20,O0Operday 
25,000,000 in  Service 


Association  /Manufacturers 
/ChiUed  Car  Wheels 

1847  Mc  Cormick  Bldg. 
CHICAGO 


66 


Electric    Railway    Jouenal 


November  5,  1921 


llllllllllilllllllllllllllillllllllllllllllllllllllllllllllllllllllllllllllllllilllll 

Do  You  Need  Any  of  These  Parts  ? 


Gtey  W'S  iron 

*^  Btonxe  "^JersVoK 
Bton^J.  iron.  oP^ 
M»Ue»y?  iron,  re; 


splicing^  jg 
Ml°H^¥B^cirU« 

1^\St\"eB«^^^.UenJn.^?t°'^ 


"^^.'SeUKa^  »H»6"^  BB-- 


^x\e  Bearing         ^^^^^^^^__^„„^ 


^^CoV«J 
^urn^i-^'* 


COLUMBIA  SERVICE 

Supplies  Electric  Railway  Repair  Parts 

No  need  to  search  your  files  for  that  last  order  of  several  years 
ago,  to  learn  where  you  can  get  some  part  in  a  hurry.  Whether 
it's  a  little  rush  job,  or  some  big  comprehensive  campaign  of 
rehabilitating  equipment,  you  can  rely  on  our  ability  to  supply 
your  wants. 

Get  the  habit  of  referring  it  to  Columbia,  when  you  want  some- 
thing in  metal  work  for  car  maintenance  or  repair  work. 

Let  Us  Figure  on  Your  Requirements 


The  Columbia  Machine  Works  and  Malleable 

Iron  Company 

Atlantic  Ave.  and  Chestnut  St. 

Brooklyn,  N.  Y. 


A.  A.  Green,  Sales  Mgr., 
Brooklyn,  N.  Y. 

E.  Keller, 
Brooklyn,  N.  Y. 

F.  C.  Hedley, 
Brooklyn,  N.  Y. 

J.  L.  Whittaker, 

141  Milk  St.,  Boston,  Mass. 


E.  Allison  Thornwell, 

1513  Candler  Bldg.,  Atlanta,  Ca. 

W.  McK.  White, 

343  South  Dearborn  Street, 
Chicago,  111. 

F.  F.  Bodler, 

903  Monadnock  Bldg.. 
San  Francisco,  Cal. 


Illillllllllllllllllllllllllllllllllllllilililllllilllllllillllllllllllllilllllillilllllllllllllllllllllli 


November  5,  1921 


Electric    Railway    Joxjenal 


Brill 
■less"  Car 


Current  Collector  Main- 
tains Efficient  Contact 
with  Overhead  Wires 
when  Operated  as  far  as 
16  ft.  off  Center. 

This  collector  includes  a  series 
of  pivots,  which  allow  motion  in 
every  direction  necessary  to 
efficient  operation  as  the  car 
moves  around  other  vehicles  in 
the  roadway. 


For  "Rail-less"  Transportation  within 
Electric  Railway  Field  of  Operation 


Composite  Body 
Construction 

The  car  body  is  constructed  prin- 
cipally of  wood  with  sheet  steel 
sheathing  outside  the  posts.  Its 
underframing  consists  of  wooden 
sills]  and  channel  crossings  con- 
structed according  to  the  best  car- 
building  practices. 


The  introduction  of  Brill  "Rail-less"  Cars  as  feeders  to 
existing  electric  railway  lines  can  be  better  accomplished 
because  this  electric  vehicle  comes  within  the  field  of 
operation  of  the  Electric  Railways. 

Extensions  of  service  which  have  been  prohibitive  under 
the  high  cost  of  installation  can  now  be  made  with  "rail- 
less"  cars  which  will  furnish  an  economical  and  satisfactory 
transportation  service. 

The  Brill  "Rail-less"  Car  seats  28  passengers  and  there  is 
provided  standing  space  for  22  additional  passengers.  It  is 
21  ft.  2  in.  long  over  bumper  and  7  ft.  6  in.  wide  overall. 


The  J.  G.  Brill  Company 


American    Car    Cq 

ST.    t-OUIS     N/IO. 


PMILA-DEI-FaMIA.,  Pa.. 


C.C.  KuHLMAN  Car  Co.     —     Wason    Manfo  Co. 

Cl-CVEI-ANO,  OHIO.  SPRirMOFICI-O.MASS. 


Canadian  Brill  Company,  Ltd.,   Preston,  Ont.,  Canada 


Electric    Railway    Journal 


■""11;'^' ■]""""""■"■' ' "■■ "I 


THE  success  of  any  business 
depends  upon  the  united  ef- 
forts of  the  whole — not  the 
,  brilHant  performance  of  the  few. 

So  the  income  from  your  car  card 
space  should  be  supported  by  the 
advertising  field  as  a  whole 

— not  dependent  upon  a  few  adver- 
tisers. 

The  Collier  Organization  is  as 
broad  as  the  whole  field  of  car  card 
advertising.  It  is  engaged  in  main- 
taining the  value  of  car  card  pub- 
licity, not  merely  in  yotir  city  but  in 
cities  from  coast  to  coast. 

That  is  one  reason  why  it  is  qualified 
to  assure  the  individual  Electric 
Railway  an  income  that  remains  un- 
affected by  varying  business  condi- 
tions throughout  the  country. 


Candler  Bldg., 


fe 


iiiMim  III ^\'''''|^''''i^u''''\^^''"'|]^f'''''JL^''''^l'''''lll''''7lV'''^l''''''llJ'''''^u'''''^U''''^^u'''" 


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Wrr-ru  ■    h:u  Co.,  !n<r.' 


November  12,  1921 


Twenty  Cents  Per  Cop; 


^^^H 


Knight  Sleeve-Valve 
Motor 

ITS  POWER  actually 
increases  with  use.  It  has 
r>o  valves  to  grind.  It  has 
no  springs  to  weaken.  It 
is  simple  in  construction, 
qu,'pt  in  operation,  and 
rashly  needs  repair.  It  has 
no  equal  in  operating 
economy. 


REPUBLIC 

Knight- Motored  Bus 


Why  permit  unfair  competition  to  de- 
prive you  of  revenue  that  is  rightfully 
yours? 

Develop  your  transportation  field 
yourself!  Go  after  the  business  that 
belongs  to  you! 

The  Republic  Knight-Motored  Bus 
has  been  developed  from  the  expe- 
rience of  successful  motor  bus  opera- 
tion in  London,  New  York  and  other 
leading  centers  in  Europe  and  Amer- 
ica,   to   provide    supplementary    and  , 


service    to     existing     railway 


feeder 
lines. 

Republic  Knight-Motored  Bus  com 

bines,    with    the    extr 

ciency  and   econom] 

Sleeve-Valve  Mote 

rience  in  bc^y  dea 

experience    of   ReJ 

motor  transportatiJ 

Our  Public  Utilities' 
ferring  with  many 
Companies,  without  obligati? 


'♦ 


the  t^n^i^xpe-  ^ 

W^«Wi3il«Hg3,^y 
eauipment.  '■"'w 

;s  con-  _' 

imtoisOS 


bi      REPUBLIC  TRUCK  SALES  CORPORATION 

ALMA,  MICHIGAN 


Electric    Railway    JouKNAt 


November  12,  1921 


Consistent  Purchasing 


Isdom,  in  the  selection  of  renewal 
parts  and  supplies,  is  as  essen- 
tial to  the  success  and  welfare  of  the  oper- 
ating company,  and  the  service  to  patrons, 
as  is  the  choice  of  the  original  equipment. 


hether  or  not  armature  coils, 
bearings,  and  other  supplies 
are  satisfactory  is  best  determined  by  their 
performance  and  not  by  their  price.  Poor 
quality  means  frequent  renewals,  entailing 
not  only  disrupted  service  but  increased 
labor  expense  for  maintenance. 


estinghouse  Quality,  given  such 
unquestioned  recognition  by  all 
operators  when  purchasing  new,  complete 
equipments,  is  the  sameinall  Westinghouse 
Renewal  Parts,  they  are  made  with  the 
same  materials;  the  same  tools;  and  sub- 
jected to  the  same  rigid  inspection. 


Let  Us  Have  More 

Material  Specifications 

THE  practice  of  purchasing  railway  materials  and 
supplies  on  accurate  and  practical  specifications  is 
becoming  more  and  more  extensive.  The  standing  com- 
mittees of  the  American  Electric  Railway  Engineering 
Association  presented  at  the  recent  convention  a  number 
of  such  specifications  which  were  approved.  Every 
encouragement  should  be  given  to  the  committees  to 
prepare  and  increase  the  number  of  such  specifications 
which  can  be  adopted  as  standard. 

One  way  that  railways  can  reduce  costs  is  by  using 
better  materia!  for  making  repairs.  It  costs  no  more 
to  apply  good  material  than  poor,  and  when  the  latter 
fails  in  service  additional  material  must  be  purchased, 
and  the  labor  cost  of  one  application  and  removal  is 
lost.  This  adds  to  the  maintenance  cost  and,  in  addi- 
tion, the  increased  number  of  failures  and  delays  in 
service  will  cost  the  company  much  in  the  loss  of  good 
will  from  its  patrons. 

Another  advantage  arising  from  the  use  of  specifica- 
tions is  that  railway  companies  are  enabled  to  go  into 
the  open  market  for  material  and  thus  profit  by  trade 
competition  and  also  have  a  greater  variety  from  which 
to  select.  Manufacturers  in  general  prefer  to  furnish 
material  to  intelligently  drawn  specifications,  as  they 
know  in  advance  exactly  what  requirements  are  expected 
and  can  supply  materials  that  will  prove  satisfactory. 
During  the  war  it  was  frequently  necessary  to  use 
inferior  materials  in  order  to  keep  equipment  running, 
but  now  this  practice  should  be  discontinued. 

To  obtain  the  minimum  maintenance  cost  consistent 
with  safe,  clean  and  reliable  service  requires  close  fol- 
lowing of  every  detail  that  goes  into  the  equipment. 
Whether  or  not  material  is  standing  up  in  service  and 
producing  the  desired  results  can  be  best  determined  by 
a  periodical  checking  of  the  amount  ordered,  the  amount 
on  hand  and  the  amount  used.  It  always  pays  in  the 
end  to  purchase  durable  material,  owing  to  the  reduced 
maintenance  and  operating  costs.  No  matter  how  cheap 
the  first  cost  may  be,  any  material  requiring  frequent 
repair,  patching  or  renewal  is  expensive. 


Editorial  reproduced  from  the  October  22d.  1921 
Issue  of  Electric  Railway  Journal. 


We  Have  The  Knowledge,  The  Experience,  The  Material  and  The  Equip- 
ment to  serve  you. 

Westinghouse  Electric  &  Manufacturing  Company 

,  East  PitUburgh,  Pa. 

Westinghouse 


iii^* 


Vol.  58,  No.  20 


New  York,  November  12,  1921 


Pages  849-888 


Electric  Railway 
Journal 


Henry  W.  Blake  and  Harold  V.  Bozell,  Editors 


Henry  H.  Nwaus,  Managing-Editor 


Contents 

Dead  Mileage  Saving  to  Pay  for  New  Storage  Facilities 

Flexible  track  layout  and  tipple  for  loading  sand  and  coal  at  new  car  yard  of 
the  Northern  Ohio  Traction  &  Light  Company  in  Akron  are  of  special  interest. 
Small  carhouse  provided  for  inspection  and  washing Page  852 

Special  Snow-Fighting  Equipment 

The  Milwaukee  Company  makes  a  substantial  reduction  in  the  cost  of  removing 
snow  from  streets.  Heavy  wing  flow  built  for  clearing  highway  in  emergency 
situation.  Description  of  the  methods  employed  to  continue  operation  without 
interruption  after  heavy  snowfall Page  857 

Trackless  Trolleys  at  Work  Abroad — First  Article 

What  kind  of  service  is  now  given  by  trackless  trolley  and  at  what  cost? 
First-hand  data  on  several  of  the  most  important  installations  are  presented 
by  Walter  Jackson,  together  with  comparisons  against  American  estimates. 
Bradford  and  Leeds  are  discussed  in  this  article Page  859 


Editorials   849 

Influence    of    American     Electrification 
Practice  855 

Automotive  Industry  Appraisal  of  Traction 
Men  856 

Automatic  Control  for  Rail-less  Car 863 

100  PER  Cent  One-Man  Operation  Successful  864 

Road  Test  on  Long  Bus  Run 864 

Electrical  Transmission  vs.  Coal  By  Rail.  .  864 

Dixie  Terminal  Opened 865 

Abe    the    Trolleys    the    Only    Practical 
System  of  Transportation 866 

Motor  Truck  vs.  Railroads 867 

Toronto  Railway  Puts  on  Buses 867 


Status  of  Employees  on  Strike 868 

Equipment  and  Its  Maintenance 869 

Commissioners  Recommend  Private  Owner- 
ship    871 

Amortization  of  Discount  on  New  Securities  872 

Handling  Employees'  Claims 873 

The  Genteel  Faker 874 

Effect  of  the   One-Man  Car  on   Traffic 
Hazard   875 

News  op  the  Electric  Railways 876 

Financial  and  Corporate 880 

Traffic  and  Transportation 882 

Personal  Mention 886 

Manufactures  and  the  Markets  887 


McGRAW-HILL  COMPANY,  INC.,  Tenth  Ave.  at  36th  St.,  NEW  YORK 


JAHRS    H.    HcORAW,    President 
ABTHUR  J.  BALDWIN.  Viee-President 
J    MALCOLM   MUIB.   Vice-President 
EDWARD  D.  CONKLIN.   Vice-President 
JAMES  H.  McORAW.  JR..  Secy,  and  Treaanrer 


Cable  Address  "MachiniBt,  N.  T." 
Publishers  also  of 


WASHINGTON,  D.  C,  Colorado  Building 
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Electrical  World  American  Machinist 

Engineering   and    Mining   Journal 

Electrical  Merchandising 

Journal  of  Electricity  and  Western  Industry 

Chemical   and   Metallurgical   Engineering 

Engineering  News-Record 

Ingenleria   Internacional 


Power 


Member  Audit  Bureau  of  Circulations. 
Member  Associated  Business  Papers.  Inc. 


Coal  Age 


The  annual  subscription  rate  is  $4.  Bztr*  lona 
postage  west  of  the  Mlsstssippt.  and  in  Alaska, 
H.awaii.  the  Philippines.  Porto  Rioo.  Canal  Zone 
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Change  of  Address — When  change  of  address  is 
'"dered  the  new  and  the  old  address  must  be  given 
-  utice  must  be  received  at  least  ten  days  before' 
the  change   takes  place. 

Copyright.   1921,  by  McGraw-Hill  Company,  Inc. 
Published    weekly.      Entered  as   aecond-daaa  mat- 
ter,  June  23,    1908.    at   the   Post   Office,    at  New 
York,   under  the  Act  of  Mareh   3.   1879. 

Circulation  of  this  issue,  6,000 


Advertising  Index — Alphabetical,  36;  Classified,  32,  34;  Searchlight  Section,  31 


Electric    Railway    Journal 


November  12,  1921 

iiiiiniliiiiiillilliiiiiiiiiiiiiiiiiiiiiiiiiiiMiniiininiiiiiiMiiMiiitiiiMifimiitiiiiiiiiiiitiiiiiiiiiiiimR: 


REDUCE  EXPENSES 


What 
Mr.  Shonts 
Said  in  1911 

In  an  interview  with  a  reporter  for 
the  New  York  Tribune,  August 
13,  1911,  the  late  Mr.  Shonts, 
then  president  of  the  Interborough 
Rapid  Transit  Company,  said: 

"When  our  first  ten-car  trains  were 
planned,  we  found  that  an  auto- 
matic coupler,  which  Mr.  West- 
inghouse  had  developed  about  ten 
years  before,  was  just  what  we 
needed,  and  we  adopted  his 
coupler,  which  not  only  saves  time, 
but  increases  the  safety  of  the 
traveling  public.  Of  course,  the 
public  seldom  thinks  of  such  things 
as  this,  but  we  railroad  men  have 
to  think  about  them  and  use  them." 


WESTINGHOUSE  "Tight  Lock" 
Automatic  Car,  Air  and  Electric 
Couplers  (furnished  in  designs  suitable 
for  both  light  and  heavy  traction  service), 
contribute  to  lower  operating  costs  by — 

(a)  Eliminating  time  ordinarily  lost  in  manual 
coupling  of  cars,  air  lines  and  electric  connec- 
tions when  making  up  trains  at  terminals,  or  in 
coupling  and  uncoupling  cars  while  trains  are 
en  route. 

(b)  Preventing  friction  between  coupler  faces, 
thus  minimizing  wear  from  that  source  and 
making  for  the  utmost  economy  with  respect 
to  maintenance. 

(c)  Rendering  use  of  air  hose  unnecessary. 

(d)  Virtually  eliminating  cost  of  maintaining 
electric  jumpers,  expense  of  carrying  extra 
jumpers,  and  time  lost  hunting  jumpers  to  com- 
plete preparations  during  train  makeup. 


SEND  FOR  A  COPY  OF  OUR 

NEW  DESCRIPTIVE  CATALOG 

UNIT  T.2029. 


WESTINGHOUSE  TRACTION  BrAKE  Co, 

Qeneral  Office  and  Works,  Wilmerding,  Pa. 


ATLANTA 

CHICAGO 

BOSTON 

DENVER.  COL 

COLUMBUS,  O 

MEXICO  CITY 

HOUSTON.  TEX. 

NEW  YORK 

PITTSBURGH 
SAN  FRANCISCO 
ST.  LOUIS,  MO. 
SEATTLE.  WASH. 


ST.  PAUL.  MINN. 
LOS  ANGELES 
SAWT  LAKE  CITY 
WASHINGTON 


iiiiiiiiiiiiiinmiiiiisiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiini Hiintiiraiiniiiiiiiiiiiiniii iiiimimiiii»imiiiiiiiiiiiiiMiimini»iiiniiiiiiiiiiiiinim»mimiiiniiimiHimiiimimiiiiiiimiHnimiiiniiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiriiiiiiiiirniiuii»^ 


November  12,  1921 


Electric    Railway    Journal 


One  of  the  SO  double-truck  units   recently  converted  into 
Safety  Cars  by  the  Denver  Tramway  Company,  Denver,  Col. 


<■  f 


SAFETY  DEVICES  MAKE 
A  SAFETY  CAR 

THIS  was  again  emphasized  when  the  A.E.R.A.   Committee  on 
Safety  Car  Operation  wrote  into  its  1921  report: 

"The  committee  suggests  the  uniform  use  of  the  term  'Safety 
Car'  to  designate  all  types  of  car  operated  by  one  man  and  equipped 
with  adequate  safety  devices.  Cars  of  older  types  rebuilt  for  one-man 
operation  but  lacking  adequate  safety  devices  cannot  properly  be 
described  as  Safety  Cars." 

Living  Up  to  the  Name 

Many  companies  are  now  finding  it  expedient  to  convert  their  big 
cars.  These  cars  can  measure  up  to  the  accepted  Safety  Car  standard 
and  render  the  service  for  which  they  are  intended  only  when 
equipped  with  the  apparatus  which  is  recognized  as  an  integral  part 
of'  the  genuine  Safety  Car — The  Air  Brake  and  Safety  Car  Control 
equipment  of  the  Safety  Car  Devices  Company. 


SafetyCar  Devices  Co. 

OF  St.  Louis,  Mo. 
Postal  and  ^legraphic  Address: 

WllMERDING,  Pa. 

CHICAGO     SAN  FRANCISCO    NEW  YORK  ^AVASHINGTON    PITTSBURGH 


Electric    Railway    Journal  November  12,  1921 


^  Jnsurance  plus 


A  Worth  While  Saving 


The  service  of  Marsh  &  McLennan 
eng^ineers  results  in  a  direct  dollars 
and  cents  saving  in  insurance  cost. 

A  large  eastern  corporation,  for  ex- 
ample, was  able  to  reduce  its  insur- 
ance cost  from  $17.50  per  thousand  to 
$4.30  per  thousand,  by  carrying  out 
the  recommendations  of  our^engineer- 
ing  service. 

We  will  be  glad  to  outline  this  service 
to  business  executives  who  are  inter- 
ested in  reducing  insurance  costs. 


MARSH  &  MCLENNAN 

175  W.Jackson  Blvd.  Chicago,  111. 


Minneapolis 

Denver 

San  Francisco 

Winnipeg 

New  York 

Duluth 

Seattle 

Montreal 

Detroit 

Columbus 

Cleveland 

London 

November  12,  1921 


Electeic    Railway    Journal 


k_JLv 


Establish  Your  Own  Standard 
of  Light 

IMPERIAL 
HEADLIGHTS 

will  meet  it  economically 


You  know  best  how  much  light  your 
cars  should  have.  The  headlight  to  sup- 
ply that  amount  of  light — economically 
— is  included  in  the  Crouse-Hinds  Im- 
perial Line. 

Volume  of  light  settled,  is  first  cost  all- 
important  to  you?  There  are  good 
Imperials  that  are  cheap. 

Is  ultimate  economy  your  goal? 
Then  Imperials  are  certainly  your 
choice. 

All  types  of  Luminous  Arc,  Carbon' 
Arcs  and  Incandescent  Headlights  are 
included  in  the  Crouse-Hinds  Imperial 
Line. 

Sold  exclusively  in  the  U.  S.  by 
The  Ohio  Brass  Company 


The 


Ohio 


Mansfield 


Brass  c^ 


OhicUSA. 


New  York     Philadelphia     Pittsburgh     Charleston.  W.Va.     Chicago     Los  Angeles      San  Francisco      Paris,  France 
Producta:    Trolley  Maleriol.    Rail  Bonds.    Electric  Railway  Car  Equipment.    High  Tension  Porcelain  Insulators.    Third  Rail  lnsul«ter« 


8  ElectbicRailwayJournal  Novmnher  12,  1921 

innniinnminnnniiinnnininiinniniiiniiinriiHiniinnnminniiiiniiiitiuiiiiiiiinniiiniiiiiiiniinnniiniinniiiuranniiniiii nnnnniiiiiiiiiiiiii iiiiiiiiiniinniiinmtiiiiiiin iiiiidi iiiiiiiiiiiiiiiiimuiiiiinimiiiiiiiiinnniinina 

To  Get  More  Riders 

It's  not  so  much  the  way  you  build  the  track — 
It's  the  way  you  maintain  it  I 


These  equipments  have  beeri  chosen  by  439  Companies 
in  every  State  and  every  country  of  the  civilized  World 
to  secure  smooth-running  track  and  reduce  maintenance 
costs. 

"AJAX" 

Electric  Arc  Welder 

The  most  modern  welder  on  the  market, 
designed  for  the  reclamation  of  rails  and 
special  work  at  lowest  cost.  Light,  rugged 
and  simple,  it  is  especially  adapted  for 
the  usual  track  crew  organization. 

"ATLAS" 

Rail  Grinder 

A  low  cost  economical  rotary  grinder  for 
removing  surplus  metal  after  building  up 
joints  or  special  work  with  "AJAX" 
welder.  Extremely  simple  to  operate  and 
maintain. 

"UNIVERSAL" 

Rotary  Track  Grinder 

An  improved  rotary  grinder  with  valu- 
able features  such  as  a  tilting  grinding 
wheel,  large  rubber-tired  derail  wheels, 
and  three  point  suspension  of  grinding 
wheel  arbor  bearing  for  maximum 
stability. 

"RECIPROCATING" 

Track  Grinder 

For  absolutely  removing  all  traces  of  cor- 
rugation, and  for  smoothing  out  joints  at 
the  first  signs  of  "Cupping,"  there  is  no 
apparatus  or  method  which  can  supplant 
the  RECIPROCATING  GRINDER. 
One  or  more  of  these  machines  should  be 
in  constant  service  on  every  road  to  insure 
smooth  track  at  all  times. 


Order  Necessary  Equipments  Now! 

RAILWAY  TRACK- WORK  COMPANY 

3132-48  E.  Thompson  St.,  Philadelphia,  Pa. 

HMiuiiiiiniiiuuiMniiiiiuiuninuiiuiiiMnniuiiiniinimiiuiuiiiiuiiiniuiiiiuiiiiuuuuiiuHuuiiiiiiiniiiiuiniuuinuuuuununnnimniniiiuuiniuiiiiuu 


November  12,  1921 


Electric    Railway    Journal 


Type  RM-96  Golden  Glow 
Headlight   for  dash   mounting 


Type  T  Golden   Glow   Headlight,   Q-in. 
Reflector  for  city   and   suburban  service. 


Type  T  Golden  Glow  Headlight,  14-in. 

Reflec-or   for   high   speed    interurban    service. 

Made  also  with  12  in.  Reflector 


There  is  a  Golden  Glow  for  every 
car  and  every  character  of  service 


KEYSTONE 
Car  Specialties 

Check   off   your    wants   then    write 
for  complete  data  sheets 

□  Keystone  Air  Sanders 
Z]  Keystone  Air  Valves 

n  Golden  Glow  Headlights 

□  Illuminated     Destination 
Signs 

□  Keystone     Steel     Gear 
Cases 

n  Safety  Car  Lighting 

Fixtures 
n  Keystone  Motormen's 

Seats 
D  Faraday  Car  Signals 
[3  Keystone  Trolley 

Catchers 
D  Shelby  Trolley  Poles 

□  Samson  Cordage 

n  International   Fare   Reg- 
isters 

n  Fare  Register  Fittings 

□  Keystone    Cord    Connec- 
tors 

n  Keystone  Rotary  Gpngs 
n  Standard  Trolley  Harps 
n  Standard  Trolley  Wheels 
D  Automatic   Door  Signals 

n  Keystone    Trailer    Con- 
nectors 


Type  R  Golden  Glow 
Headlights  are  fitted 
with  this  Type  L  Focus- 
ing Device.  Easily 
operated  with  a  screw 
driver. 


^H 


When  you  buy  headlights — regardless  of  type  of  car  and  service — 
buy  the  reflectors.  For  no  headlight  is  a  real  headlight  unless  it 
has  a  real  reflector. 

Golden  Glow  Reflectors  are  permanent  reflectors.  They  never 
tarnish,  and  they  project  a  more  penetrating  and  non-blinding  beam 
of  light. 

Write  for  data  sheets 

Electric  Service  Supplies  Ca 

Manufacturer  of  Railway  Material  and  Electrical  Supplie* 

PHILADELPHIA  NEW  YORK  CHICAGO 

17th  and  Cambria  Street*         50  Church  Street  Monadnock  Bldg. 

Branch  Offices:  Boston,  Scranton,  Pittsburgh 

Canadian  Distributors: 
L3rman    Tube    &    Supply    Co.,    Ltd.,    Montreal,    Toronto,    Winnipeg,    Vancouver 


10 


Electeic    Railway    Journal 


November  12,  1921 


Standard  Helical  Gears 


IP 

Rounded  Teeth 

form  a  ready  means 
ofj  identification 
and  eliminate  sharp 
comers. 


All  ^pVet ting houae  Electric  S 
Mfg.  Co.  District  Offices  tire 
Sales  Representatives  in  the 
United  States  for  the  Nuttall 
Electric  Railufay  and  Mine 
Haulage  Products. 


November  12,  1921  ElectricRailwayJournal  11 


Pneumatize!  ««^fl^PS     Modernize! 


Use  the  National  Pneumatic  Line  to 

make  Train  Operation  Fully 

Down  to  Date 

Says  G.  M.  Woods  in  the  Sept.  10,  1921  Electric  Railway 
Journal: 

"The  tendency  in  street  railway  practice  is  toward  train  opera- 
tion for  heavy  traffic." 

" .  .  .  .operators  who  heretofore  have  consistently  favored  single- 
car  operation  now  feel train  operation  is  the  only  solution 

of  their  traffic  problems." 

"Undoubtedly  a  reduction  in  the  number  of  units  reduces  the 
congestion." 

" .  .  .  .a  two-car  train  will  cross  a  street  intersection  just  as  quickly 
as  a  single  unit." 

Mr.  Woods  capably  develops  the  argument  that  multiple  unit 
train  operation  is  the  best  kind  and  that  it  "rarely  will  be  found 
to  exceed  that  of  train  operation." 

Train  operation  can  do  so  much  to  increase  track  capacity  that 
it  pays  to  use  each  and  every  improvement  that  will  put  off  the 
far  greater  costs  of  re-routing,  street  widening  and  tunneling; 
and  that  will  give  at  once  substantial  savings  in  platform  and 
accident  expense  with  improved  collection  of  fare. 

That's  why  the  equipment  of  suxface  car  trains  with  better 
*"*     motors  and  control  has  been  and  is  being  accompanied  in  so 
many  cities  by  that  group  of  time-cutters  known  as  the 

National  Pneumatic  Line 

Door  and  Step  Control  Door  and  Step  Operating  Mechanisms 

Motorraan's  Signal  Lights  Safety  Interlocking  Door  Control 

Multiple  Unit  Door  Control 

You  need  one  or  more  of  these  specialties  whether  you  are  operating  cars  singly  or  in 
naultiple.     Let  us  co-operate  with  >ou  now  to  avoid  costly  changes  later. 


Manufaeturad  in  Canada  by 

Dominion  Wheel  &  Foundriei,  Ltd. 

Toronto,  Ont. 


National  Pneumatic  Company,  Inc. 

50  Church  St.,  New  York  Edison  Bldg.,  Chicas* 

Works:  Rahway,  N.  J. 


12  ElectricRailwayJournal  November  12,  1921 

A  Special  Invitation  to  Subscribers  to 
Electric  Railway  Journal 


Beginning   January,   1922,   the   McGraw-Hill 
Company  will  publish 

BUS 
TRANSPORTATION 

a  monthly  section  of 
Electric  Railway  Journal 

In  launching  this  new  publication  the  McGraw- 
Hill  Company  is  actuated  by  the  belief  that  the 
trackless  vehicle  is  destined  to  play  a  part  of 
increasing  importance  in  passenger  transpor- 
tation ;  that  men  in  the  electric  railway  field  must 
know  all  there  is  to  know  about  bus  accomplish- 
ments and  potentialities ;  that  this  subject  is  such 
a  broad  and  vital  one  that  it  deserves  to  be  cover- 
ed in  a  journal  devoted  solely  to  this  one  phase  of 
transportation  activities. 

Electric  Railway  Journal  readers  are  assured 
that  this  publication  will  be  a  typical  McGraw- 
Hill  Journal  —  authoritative,  comprehensive, 
backed  in  fullest  measure  by  the  experiences 
and  resources  of  an  organization  with  forty 
years  of  constructive  service  in  the  field  of  pas- 
senger transportation. 

The  mission  of  this  paper  is  to  stabilize  and 
develop  bus  transportation  wherever  and  when- 
ever it  contributes  to  the  welfare  of  the  com- 
munity; and  to  aid  in  the  co-ordination  of  all 
passenger  transportation  agencies.    The  passen- 


November  12,  1921  ElectricRailwayJournal  18 


ger  transportation  industry  can  achieve  its 
maximum  strength  and  usefulness  only  by  seek- 
ing and  advancing  the  mutual  welfare  of  all 
responsible  transportation  agencies.  It  is  obvi- 
ous, we  believe,  that  the  best  interests  of  electric 
railways,  bus  transportation  organizations  and 
the  public  are  identical. 

The  subscription  rate  is  to  be  $2  a  year,  or,  in 
combination  with  Electric  Railway  Journal, 
$5,  with  an  additional  charge  to  cover  zone  post- 
age west  of  the  Mississippi,  amounting  to  $.25. 

For  a  limited  time  only,  however,  we  will  include 
the  Bus  Transportation  Section  as  part  of 
existing  Electric  Railway  Journal  subscrip- 
tions for  the  period  of  their  present  subscription 
term  provided  the  accompanying  coupon  is 
mailed. 

Only  those  subscribers  who  say  that  they  wish  the 
new  Bus  Transportation  Section  will  receive 
this  monthly  supplement  as  part  of  their 
Electric  Railway  Journal  subscription.  This 
reservation  is  necessary  to  avoid  waste  and  to 
make  sure  that  every  copy  is  a  useful  copy, 
rendering  a  real  service  to  every  one  who 
receives  it. 

To  make  sure  that  your  name  is  on  the  list  to 
receive  the  first  issue  of  this  paper,  fill  in  and 
mail  the  coupon — TODAY. 


•Fill  in  and  mail  this  coupon  today- 


Electric  Railway  Journal 

Tenth  Ave.  at  36th  St.,  New  York 

I  accept  your  offer  to  send  me  from  January  1,  1922,  to  the  end  of  my  present  subscription  to  Electric  Railway 
Journal  your  monthly  Bus  Transportation  Section.  It  is  understood  that  my  present  Electric  Railway  Journal  subscrip- 
tion pays  also  for  this  additional  service. 

Name 

Address.. 

City  and  State 


14 


Electric    Railway    Journal 


m 

ARMATURE  BA 


November  12,  1921 


BABBITT 


Selecting  the  Right  Babbitt 
Is  Easy  When  You  Know 

the  Requirements 

If  you  don't  know,  let  us  solve  the  problem.  Our  labo- 
ratory and  research  department  will  gladly  cooperate 
in  determining  the  correct  specification. 

For  electric  railway  armature  bearings  no  better  babbitt 
than  More-Jones  Armature  can  be  devised.  This 
brand  stands  supreme — the  result  of  countless  tests, 
service  records  and  the  like,  it  has  proven  the  acme  of 
perfection. 

V  Adopted  as  standard  by  a  majority  of  electric  railways 

because  it  goes  farthest,  lasts  longest  and  can  be  used 
over  and  over  again. 


TROLLEY  WHEELS: 
V-K  Oitless.  M.J  Lubricated 

HARPS:    V-K    N on- Arcing 
BEARINGS:  "Tiger" 

Bronze 
Axle  and  Armature 

ARMATURE    BABBITT 

and  Similar  Products 


IMORE-JONES  BRASS  &  METAL  GO. 

St.  Louis  Missouri 

HOEE-JONES 


November  12,  1921 


Electric    Railway    Journal 


16 


SAVED- 

$180,000  in 
three  months  on 
Fare  Collection 


We  have  yet  to  learn  of  the  first  instance  where  registering  fare  boxes 
used  in  connection  with  the  Johnson  Fare  Box  Company's  Metal 
Tickets  under  conditions  permitting  of  anything  like  a  fair  test, 
have  failed  to  result  in  a  distinct  increase  in  the  efficiency  of  fare 
collection  and  a  definite  saving  to  the  operating  company. 

As  a  case  in  point  the  clipping  from  Electric  Railway  Journal  shown 
above  calls-  attention  to  a  representative  instance  of  the  success  of 
registering  fare  boxes. 

An  important  factor  in  the  success  of  the  Toledo  installation  was  the 
use  of  Johnson  Metal  Tokens.  Why  not  take  the  lesson  from  the 
Toledo  and  dozens  of  other  installations  of  registering  fare  boxes  and 
Johnson  Metal  Tickets? 

Any  losses  in  fare  collection  due  to  slack  methods  or  lack  of  proper 
facilities  are  chargeable  directly  to  management.  The  full  amount 
ca.T  be  collected  within  a  small  fraction  of  one  per  cent  by  the  instal- 
lation of  Johnson  Fare  Boxes  and  Johnson  Metal  Tickets. 

Johnson  Fare  Boxes  pay  regular  dividends  in  the  form  of  substantial 
savings.     For  complete  information,  write. 

If  they  can  do  it  in  Toledo,  you  can  do  it 


JOHNSON  FARE  BOX  COMPANY 

Ravenswood,  Chicago,  111. 


16 


Electric    Railway    Journal  November  12,  1921 

—from  Electric  Railway  Journal — Sept.   10,   1921. 

Baltimore's  New  Type  Safety  Cars 

Wider   Door   Opening,   Special   Seating   Arrangement   and 

Wider  Aisle  Than  Standard  Safety  Cars  Are  Some 

Features  That  Give  Very  Satisfactory  Results 

By  L.  H.  Palmer 

Assistant  to  President,  United  Railways  &  Electric  Company. 
Baltimore,  Md. 

"ORIEF  mention 


These  and  other  changes  in  standard  safety 
car  equipment  were  made  by  the  Baltimore 
Company  after  over  a  year  of  testing  and 
experimenting — BUT  we  note  from  the  photo- 
graph that  they  still  have  on  the  job,  good 
reliable 


H-B  LIFE  GUARDS 

Just  as  Baltimore  sticks  to  the  proven  satisfactory  safety  results 
of  the  H-B  Life  Guard,  so  also  you  will  find  other  manage- 
ments carrying  them  on  every  type  of  city  car  in  nearly  every 
city  you  visit,  both  in  this  country  and  in  foreign  lands. 

Their  performance  record  is  what  makes  them  so  popular,  and 
their  remarkably  low  maintenance  cost  is  what  renders  them 
the  most  economical  life  guard  on  the  market. 


PROVIDENCE  FENDERS 

The  Providence  Fender  is  still,  as  always, 
the  most  suitable  equipment  for  ensuring 
safety  of  operation  of  high  speed  interurban 
cars.  Carried  high  enough  to  clear  all 
obstructions  —  it  can  be  dropped  by  the 
motormen  in  the  smallest  fraction  of  a 
second,  to  pick  up  any  pedestrian  who  stum- 
les  in  the  path  of  the  on-rushing  car. 


The  Consolidated  Car  Fender  Co.,  Providence,  R.  I. 

General  Sales  Agent 

Wendell  &  MacDuff ie  Co. 

61  Broadway,  New  York 


November  12,  1921 


Electric    Railway    Journal 


Galena  Turbine  Oil 


The  purest  of  mineral  oil,  non-emulsifying  and  absolutely  free  from  acid  or 
adulterations  of  any  nature. 

In  turbine  lubrication,  oil  quality  is  of  utmost  importance.  As  the  only  loss 
after  installation  is  due  to  leakage,  slight  evaporation  and  wear,  the  consideration 
of  lower  prices  is  a  serious  mistake.  The  ultimate  cost  of  cheap  turbine  oil  is 
double  the  cost  of  Galena. 

The  test  of  a  good  turbine  oil  ?  There  is  only  one — actual  service  in  the  turbine. 
It  is  by  this  practical  and  convincing  test  that  Galena  Turbine  Oil  has  been 
specified  on  the  representative  properties  throughout  the  entire  country — another 
proof  of  Galena  Quality. 

The  exceptional  advantages  of  Galena  Service  show  here  at  their  best.  In- 
stallation under  the  supervision  of  our  mechanical  experts  means  that  henceforth 
et£ciency  and  economy  will  mark  the  operation  of  this  expensive  equipment,  with 
bearing  parts  protected  and  preserved  by  the  lasting  and  ever  reliable  Galena  Oil 
film — never  yet  equalled  in  satisfactory  service. 

Galena  Service  does  not  promise — but  guarantees, 
lubricating  efficiency! 


= 


Galena-Signal  Oil  Gbmpanyi 

New  York       -       Franklin.  Pa.              Chicago 
=>  and  offices  in  principal  cities - 


|[|j|ji!]|ijii||i|l[!i[li|i|ii!i|il| 


18 


Electric    Railway    Journal 


November  12,  1921 


Maintenance  of  "overhead'^  is  too  important  a  matter  to 
permit  a  weak  link  at  that  point  in  a  railway's  chain 
of  service 


0"  Splicing  Ear, 


"J"  Splicing  Ear. 


0"  Splicing  Sleeve. 


G-E  R-3  Sleeves 
are  good  for  hardest  service 

JOINTS  and  suspension  points  in  a  trolley  line 
are  stronger  than  the  wire  itself  if  the  G-E  R-3 
Sleeve  or  Ear  is  used.  Tests  have  proved  that 
wire  at  breaking  strain  invariably  parts  outside 
this  device,  not  in  it. 

Using  standard  wedges,  this  sleeve  will  firmly 
grip  and  hold  a  wire  worn  to  half  size.  Simple  in 
construction,  easily  installed,  it  is  ideal  for  emer- 
gency use  where  "fast  but  firm"  is  the  slogan. 
It  fits  snugly  over  the  wire,  giving  the  trolley 
wheel  so  smooth  a  path  that  the  chance  of  vibra- 
tion breaks  is  slight. 

The  G-E  complete  line  of  ears  and  sleeves  has 
withstood  the  hard  knocks  of  actual  service  for 
years. 


General^Electric 


General  Office 

Schenectady.  NY. 


Company 


Sales  Offices  in 
all  laige  cities 


Electric  Railway  Journal 

Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review  ,    .    .  .  i 

HENRY  W.BLAKE  and  HAKOLD  V.BOZELL.Editors  HENRY  H.NORKIS, Managing  Editor  i  tt-    ti.'lA    ."..i:    :.;'.., 

lIAHIiV  L.BROWN. Western  Editor        X.A. BOWERS. Pacific  Coast  Editor        H.S.KNOWLTON.New  England  Editor       C.W.SQDIER.AsstKiate  Editor        C.W.STOCKS.Assoclate  Editor 
(:..l,.MAf>IlKRAY.Nf«s  Editor  .  DONALD  F.HINE, Editorial  Representative  I"AIL  WOOTON.Washington  Representative 


Volume  58 


New  York,  Saturday,  November  12,  1921 


Number  20 


Advertise — 

And  Keep  It  Up 

WITH  a  product  which  is  on  sale  twenty-four  hours 
a  day,  with  public  relations  never  completely 
solved,  why  should  not  railways  adopt  and  carry  out  a 
continuous  advertising  program?  Is  it  any  wonder,  with 
the  rather  sporadic  newspaper  advertising  of  most  rail- 
ways, that  the  public,  when  the  railway  does  advertise, 
wants  to  know  "what  the  railway  wants  to  put  over 
now?" 

The  psychology  of  advertising  is  to  keep  continually 
at  it.  The  public  ought  to  be  educated  to  expect  to  find 
the  railway's  "ad"  in  the  same  place  every  day,  and  it 
ought  to  be  one  of  the  best  parts  of  the  paper,  too — 
there  is  "copy"  galore.  The  newspaper  reader  should 
be  led  to  remark,  as  he  does  occasionally  of  the  adver- 
tising in  other  lines,  "I  am  watching  your  advertising." 

Advertising  for  particular  purposes,  for  "direct  re- 
sults," is  sometimes  partially  successful,  but  seldom  if 
ever  wholly  so.  This  is  particularly  true  of  public 
utilities,  which  seldom  desire  direct  results  except  when 
some  controversy  is  present,  when  part  of  the  public 
already  has  an  opinion  and  when  many,  knowing  the 
railway  has  a  particular  object  in  view,  ascribe  some 
ulterior  motive. 

It  is  better  to  have  a  public  with  which  the  railway 
is  in  constant  communication  by  advertising.  By  nature 
the  public  is  not  particularly  interested  in  any  railway 
company;  it  is  only  mildly  interested  in  transportation 
— until  a  failure  or  an  inconvenience  occurs.  The  way 
to  gain  that  interest,  to  divert  the  thoughts  of  the  pub- 
lic to  the  railway,  is  to  advertise.  And  the  advertising 
must  be  continuous  to  be  effective.  As  the  Electric 
Railway  Journal  has  often  urged  in  the  past,  spend  at 
least  as  much  in  advertising  as  is  received  from  adver- 
tising. ■  ; 


Mayor  Hylan's  Re-election 

and  New  York's  Traction 

MAYOR  HYLAN'S  re-election  in  New  York  was  only 
what  was  expected,  after  he  had  made  the  5-cent 
fare  the  chief  issue  in  his  campaign.  It  meant  nothing 
to  the  average  voter  that  the  question  of  fare  cannot 
be  determined  by  the  Mayor  or  that  Mr.  Hylan  during 
the  past  four  years  has  made  no  effort  to  present  a  con- 
structive plan  to  settle  this  question.  Throughout,  he 
has  acted  merely  as  an  obstructionist.  Nevertheless,  peo- 
ple cannot  be  expected  to  become  enthusiastic  over  any 
plan  which  means  a  higher  charge  to  them  for  a  utility 
service,  and  it  is  an  old  dodge  of  politicians  to  drag  fare 
questions  into  an  election  campaign.  Tom  Johnson  won 
four  times  on  this  issue  in  Cleveland,  and  then  finally 
lost  because  he  was  obliged  to  put  into  practice  the  ideas 
he  had  been  advocating.  Detroit  and  Chicago  have 
afforded  other  examples  of  the  same  kind  of  issues.  It 
is  to  be  regretted  that  in  the  New  York  campaign  this 
year  Mr.  Curran,  the  opposition  candidate,  did  not 
declare  positively  for  a  just  fare,  no   matter  what  it 


might  be,  but  the  results  would  probably  have  been 
no  different.  Possibly  the  New  York  Times'  explana- 
tion is  pertinent  when  it  says  that  New  York  is  just 
naturally  Democratic,  and  that  for  this  reason  a  Repub- 
lican as  a  Fusion  candidate  has  little  chance .  Of  elec- 
tion unless  he  is  of  outstanding  ability  and  high^eivic 
reputation.  .-,,.,     „.,.;, 

Fortunately  the  traction  situation  in  New  York  will 
not  be  settled  by  the  election  last  Tuesday.  The  matter 
is  in  the  hands  of  a  State  commission,  and  its  chairman 
has  announced  that  it  is  going  forward  with  its  plan  for 
hearings,  which  will  begin  on  Nov.  15.  Mayor  Hylan 
can  bluster  during  the  next  four  years,  but  there  is 
every  reason  to  believe  that  long  before  this  time  has 
passed  the  traction  situation  will  be  settled  in  a  sane 
way. 

Of  the  following,  however,  there  can  be  no  doubt: 
The  election  has  shown — with  a  majority  of  more  than 
400,000 — that  the  companies  have  a  tremendous  prob- 
lem in  public  relations  ahead  of  them,  even  though  the 
Transit  Commission  can  formulate  a  definite  construc- 
tive plan.  There  is  need  of  the  industry's  greatest 
ability  in  the  line  of  winning  enlightened  public  interest 
and  therefrom  confidence. 


Mayor  Wilson's  Defeat 

and  Bridgeport's  Traction 

IN  RATHER  sharp  and  almost  paradoxical  contrast 
to  the  result  of  the  New  York  election  is  that  of 
Bridgeport,  Conn.,  the  scene  of  the  interesting  jitney 
bus-railway  controversy  of  last  year.  For  ten  years 
Clifford  B.  Wilson  has  been  Mayor  of  Bridgeport. 
Transportation  has  been  one  of  his  hobbies.  Pis  sole 
platform  plank  this  year  was  "more  jitneys  and. the 
return  of  the  5-cent  fare,"  and  on  this  he  was  defeated. 
This  is  beyond  understanding  when  compared  to  New 
York,  or  else  the  traction  issue  is  less  important  than 
sometimes  supposed.  Mr.  Wilson's  opponent.  Mayor- 
elect  Atwater,  refused  to  commit  himself  to  any  program 
or  policy  as  to  fares  or  jitneys,  saying  that  he  could 
form  no  policy  until  he  acquired  office  and  studied  the 
facts.  Yet  he  was  elected.  And  this  from  the  city 
which  patronized  jitneys  till  the  Connecticut  Company 
had  to  suspend  service  and  which  has  been  the  principal 
petitioner  before  the  State  commission  requesting  a  fare 
adjustment  from  the  present  10-cent  fare!  Verily,  it 
is  paradox. 


Politics — 

and  Railways 

A  COMPLETE  exafnination  of  the  relation  of  trans- 
portation issues  to  mayoralty  and  other  elections  on 
Tuesday  last  would  show  many  more  interesting  and 
some  enigmatical  results. 

In  Youngstown,  Ohio,  for  example,  the  mayor-elect 
ran  on  an  eccentric  platform  favoring,  among  other 
things,  the  abolition  of  street  cars  and  the  adoption  of 
-unrestricted  jitney  service.     In   Detroit,  the  principal 


850 


Electbic    Railway    Joubnal 


Vol.  58,  No.  20 


issue  was  the  traction  question,  with  both  candidates 
in  the  non-partisan  election  favoring  municipal  owner- 
ship but  with  Mayor  Couzens  re-elected  on  his  particu- 
lar municipal  ownership  plan.  Also  in  Detroit,  other 
traction  issues,  both  passed,  were  the  ousting  of  the 
Detroit  United  and  the  authorization  to  purchase  track- 
less trolleys !  Were  it  not  so  serious,  the  submission  of 
such  questions  as  the  latter  to  popular  vote  should  pro- 
voke the  gods  to  laughter!  In  Norwalk,  Conn.,  the 
defeated  candidates  ran  on  a  platform  of  more  jitneys 
and  reduced  fares. 

When  one  considers  such  results  as  these  with  those  of 
New  York  and  Bridgeport,  conclusions  are  hard  to  draw, 
except  possibly  what  has  already  been  mentioned  in 
these  columns.  This  is  that  intelligent  judgment  on 
such  matters  is  hard  to  expect  from  the  public 
and  that  so  long  as  business  matters  like  trans- 
portation policies  are  allowed  to  be  footballs  of 
politics,  the  public  in  the  end  is  the  loser  through  the 
resulting  impediment  to  proper  development  of  public 
service.  There  is  still  a  long  way  for  the  industry  to 
go  in  the  education  of  the  public  to  appreciation  of  the 
Federal  Electric  Railway  Commission's  statement  that 
"The  electric  railway  problem  admits  of  a  satisfactory 
solution,  once  the  elements  that  compose  it  are  made 
known  and  the  principles  of  ordinary  economic  and 
business  common  sense  are  applied." 


"Don't  Ride  Your  Auto  to  Work" 
a  National  Publicity  Program 

ONE  of  the  most  common  comments  today  is  that  the 
private  automobile  is  the  greatest  competitor  the 
railway  has.  Why  not  tell  these  auto  users  how  much 
it  is  costing  them,  and  do  it  in  a  national  way? 

A  case  comes  to  mind  of  a  railway  engineer  who,  in 
a  social  evening,  asked  two  of  his  neighbors  to  make 
estimates  of  the  cost  of  going  to  and  from  work  in 
their  private  automobiles.  One  answered  $1.70  and  the 
other  $1.45.  His  own  figures  indicated  $1.30  (they  all 
had  cars  of  the  same  make) .  It  took  no  more  than  the 
comparison  of  these  estimates  with  the  knowTi  15  cents 
on  the  street  car  to  make  street  car  riders  of  these 
neighbors. 

There  are  millions — surely  many,  many  thousands — 

of  such  cases,  scattered  nation  wide.     A  nation-wide 

educational  campaign  should  be  started  to  deal  with  it. 

,-Why  is  this  not  a  fitting  duty  for  the  advertising  section 

tof  the  association  ? 


Chicago's  Subway 

Again  Up  for  Discussion 

FOR  the  wth  time,  Chicago  is  taking  up  a  discussion 
of  subway  construction.  How  serious  a  discussion 
is  to  be  entered  into  this  time  remains  to  be  seen,  but 
the  periodic  babble  has  started  and  most  every  one  in 
official  circles  is  getting  on  the  band  wagon,  whether 
or  not  he  is  sincerely  interested  in  seeing  a  subway 
built.  In  fact,  there  is  good  reason  to  believe  that  a 
considerable  part  of  the  "city  hall"  is  sincerely  inter- 
ested in  seeing  to  it  that  no  truly  earnest  plan  is  under- 
taken, for  there  are  such  tremendous  political  possi- 
bilities in  bringing  some  kind  of  a  traction  plan  includ- 
ing subways  into  the  next  mayoralty  election  in  1923  as 
the  campaign  issue. 

The  present  discussion  differs  from  the  preceding 
ones  mainly  in  the  increased  size  of  the  traction  fund. 
This  has  now  accumulated  to  more  than  $30,000,000. 


This  sum  is  adequate  in  itself  to  make  a  very  substan- 
tial start  on  a  subway  system.  And  it  could  be  spent 
to  the  very  great  improvement  of  the  present  traction 
systems  and  consequent  benefit  of  the  public  if  spent 
for  providing  facilities  for  the  use  of  the  present  ele- 
vated and  surface  line  companies,  following  out  the 
initial  construction  program  of  the  plan  formulated  by 
the  Chicago  Traction  and  Subway  Commission  in  1916. 
This  plan  was  very  comprehensive  and  one  which  would 
have  given  Chicago  perhaps  the  best  transportation 
facilities  of  any  city  in  the  world.  It  was  prepared  by 
experienced  and  highly  competent  engineers  at  a  cost 
of  $250,000,  but  received  only  a  superficial  consideration 
and  was  then  dropped.  This  plan  is  available  and  is  still 
good;  all  that  is  needed  is  the  honest  disposition  to  take 
the  proposition  out  of  politics  and  determine  to  go  ahead. 


Here  Is  a  Chance  to  Find  Out 
What  the  Trolley  Bus  Can  Do 

ASSUMING  that  the  municipal  authorities  of  New 
/xYork  City  will  keep  accurate  records  of  investment 
and  operation,  including  receipts  and  expenditures,  and 
will  permit  them  to  be  made,  public,  there  will  soon  be 
available  some  valuable  and  authoritative  data  on  the 
actual  operating  results  of  trolley  bus  operation.  Such 
data  will  be  very  welcome  material  for  checking  up  the 
comparative  costs  of  this  kind  of  transportation  with 
that  of  the  gasoline-driven  motor  bus  and  the  safety 
car.  Heretofore,  we  have  been  obliged  to  rely  almost 
entirely  upon  more  or  less  hypothetical  estimates  of 
trolley  bus  costs.  There  will  then  be  a  real  opportunity 
to  judge  of  the  advisability  of  using  the  trolley  bus  in 
new  territory  with  infrequent  service. 

As  detailed  In  the  Oct.  15  issue,  trackless  trolley 
service  was  inaugurated  by  the  municipal  authorities 
on  Oct.  13  on  two  routes  on  Staten  Island,  a  borough 
of  the  city  of  New  York.  Eight  new  trolley  buses  have 
been  purchased,  several  of  which  have  just  been  de- 
livered, and  a  trial  trip  on  Oct.  8  was  made  the  occasion 
of  a  public  celebration  by  the  Staten  Islanders. 

Two  routes  are  operated,  one  2.6  miles  in  length,  the 
other  4.4  miles.  Both  routes  radiate  from  the  same 
junction  point  with  an  existing  street  railway  line. 
This  new  service  is  designed  to  furnish  sorely  needed 
transportation  to  communities  not  hitherto  served, 
except  by  sporadic  independent  automobiles  and  taxi- 
cabs  at  extortionate  rates. 

Owing  to  certain  legal  restrictions  preventing  at  the 
present  time  the  ownership  and  operation  of  motorbuses 
as  a  municipal  undertaking  in  New  York  City,  the 
officials  were  practically  limited  to  the  use  of  the  trol- 
ley bus  as  an  alternative  to  the  construction  of  a 
regular  railway  line.  In  other  respects,  there  is 
much  to  point  to  the  motor  bus  for  use  in  service 
of  this  general  nature,  if  recent  estimates  of  cost 
are  at  all  sound.  The  routes  are  through  sparsely 
settled  territory,  with  regular  schedules  on  a  rela- 
tively infrequent  service  of  twenty  minutes,  which 
provides  ample  facilities  for  all  the  traffic.  One  of 
the  principal  arguments  for  the  trolley  bus  seems 
absent  here.  In  considering  the  maintenance  of  rolling 
stock,  it  is  usually  assumed  that  the  vehicles  will  be 
cared  for  in  the  shops  of  an  existing  electric  railway, 
but  in  the  present  instance  these  cars  can  only  be 
brought  to  the  shops  of  the  municipal  line  by  being 
towed  several  miles;  consequently,  an  independent 
maintenance  organization  will  have  to  be  established. 


November  12,  1921 


Electric    Railway    Journal 


851 


It  is  safe  to  predict  that  the  development  and  progress 
of  this  new  departure  in  transportation  by  the  city  of 
New  York  will  be  watched  with  great  Interest,  not  only 
by  railway  operators  throughout  the  country  who  are 
following  closely  the  expansion  of  rail-less  transporta- 
tion, but  also  by  the  manufacturers  of  electric  railway 
rolling  stock  and  the  automobile  builders. 


Bradford  and  Leeds 

Furnish  Useful  Data 

IN  CONNECTION  with  this  question  of  trackless 
trolley  costs,  the  figures  from  Leeds  and  Bradford, 
presented  on  another  page  in  this  issue,  are  of  timely 
interest.  The  figures  from  the  British  experiences 
should  assist  in  studies  being  made  in  this  country  as 
to  the  possible  field,  at  least  from  a  cost  standpoint,  for 
trackless  trolleys  in  the  United  States. 

This  much,  however,  must  be  recognized — that  cost 
of  service  is  only  one  element  in  determining  the  adop- 
tion of  trackless  trolley,  motor  bus  or  safety  cat*."  It' is 
not  necessary  to  try  to  list  all  other  elements,  "but  it  is 
worth  while  always  to  keep  in  mind  that  In  comparing 
costs  on  past  or  present  performance,  this  is  oply-one, 
factor  in  the  future  of  any  particular  problem.        ""    '  j 


Bankers  See  Better 
Times  Ahead 

AN  ENCOURAGING  note  as  regards  electric  railways 
l\.  is  sounded  in  the  report  of  the  committee  on  public 
service  securities,  presented  at  the  annual  meeting  of  the 
Investment  Bankers'  Association  of  America,  just  con- 
cluded in  New  Orleans.  Railway  men  haye  felt  for 
some  time,  and  have  so  expressed  themselves,  that 
except  for  certain  isolated  cases  the  industry  had 
rounded  the  corner  of  depression.  It  is  a  satisfaction 
to  hear  the  same  feeling  expressed  at  a  meeting  of 
investment  bankers.  The  report  of  the  committee,  it  is 
true,  did  not  declare  that  thp^  convalescence  period  of  the 
electric  railway,  industry  was  over.  Many  problems 
remain  yet  to  be  solved.  Nevertheless,  the  report  did 
point  out  a  number  of  encouraging  facts,  such  as  a 
gradual  reduction  in  the  cost  of  materials  and  labor, 
more  enlightened  public  opinion  upon  the  injurious 
effect  on  public  service  of  jitney  competition,  the  merits 
of  service-at-cost  franchises  and  a  better  understanding 
of  utility  problems  by  regulatory  bodies. 

The  report,  which  was  published  in  last  week's  issue 
of  this  paper,  included  also  certain  warnings  by  the 
committee  to  utilities.  One  of  these  was  a  plea  for  con- 
servatism in  connection  with  the  sale  of  utility  stock 
directly  to  customers.  While  such  sale  is  highly  com- 
mended from  many  points  of  view,  the  report  declares 
that  any  such  stock  should  be  issued  under  the  same  con- 
servative restrictions  which  would  be  demanded  if  the 
issue  was  to  be  made  through  investment  bankers.  It 
should  represent  actual  investment  in  the  property,  and 
the  price  should  be  in  line  with  the  current  quotations 
for  securities  of  a  similar  class. 

It  is  to  be  hoped  that  these  injunctions  will  be  heeded. 
As  yet,  comparatively  little  along  this  line,  certainly 
with  electric  railway  securities,  has  been  done.  The 
plan  has  many  advantages,  but  any  abuse  of  the  prac- 
tice is  sure  to  react  on  the  company  itself  and  to  some 
extent  on  the  industry  as  a  whole.  Of  course  no  security, 
even  of  a  utility,  is  immune  from  business  vicissitudes. 


Every  buyer  of  securities  takes  a  chance.  Nevertheless, 
the  issuing  company  should  make  sure  that  he  has  such 
a  business  chance  and  that  the  security  is  worth  the 
price  asked  for  it  before  it  is  put  on  sale. 


The  Tax-Exempt  Security 

an  Enemy  to  Proper  Progress 

AGAIN  the  taxation  progress  in  Congress  seems  to  be 
l\.  in  the  opposite  direction  from  the  overwhelming 
public  political  sentiment,  at  least  as  regards  the  effect 
on  public  service  corporations.     While  the  social  and 
political  policy  is  toward  the  integrity  of  private  prop- 
erty   and  against   public    ownership,    the   fiscal    policy 
,  seems  to  force  public  ownership  of  utilities  on  the  coun- 
try.    By  this  is  meant  that  the  present  tax  program 
makes  it  harder  and  harder  for  public  utilities  to  get 
new  capital,  thus  tending  to  force  the  public  to  provide 
the  money  through  municipal  and  state  governments. 
This  means  public  ownership,  which  the  public  as  a 
;bQ}iy  does  not  want. 
'',  With  a  limitation  on  earnings,  with  a  graduated  in- 
come tax  still  high  in  surtax  rates,  with  untold  millions 
of'tax-exempt  securities   available,   there   seems   slim 
'-chance  to  look  to ^ny  but  the  very  limited  income  class 
^  to  provide  new  capital,  and  the  savings  of  this  class 
have -been  shown -to  be  woefully  inadequate  for  public 
utility  needs  to  meet  the  demands  for  increased  service. 
Add  to  this  situation  the  increased  corporation  tax,  and 
even  the  possible  profits  which  may  be  put  back  in  the 
business  are  reduced. 

Why  cannot  Congress  take  some  immediate  action 
with  reference  to  the  McFadden-Smoot  amendments 
which  would  prevent  the  issuance  of  any  future  tax- 
exempt  securities?  Any  move  in  that  direction,  even 
though  time  would  be  required  for  it  to  become  effective, 
would  prove  to  be  very  beneficial.  The  government  itself 
has  a  good  deal  of  refunding  next  year  and  later,  and  if 
Congress  would,  in  refunding,  refuse  to  issue  tax-ex- 
empt securities,  it  would  be  a  wonderful  benefit  to  the 
country  in  more  ways  than  one. 

This  question  of  tax-exempt  securities  has  more  seri- 
ous aspects  than  merely  the  effect  on  public  utility 
growth,  though  that  is  serious  enough  to  be  startling. 
There  is  almost  an  orgy  of  spending  by  public  oflScials 
on  more  or  less  useless  civic  buildings,  on  municipal 
and  state  improvements  which  are  nice  but  unneces- 
sary, on  federal  "pork  bill"  improvements,  etc. 

This  is  no  argument  against  needed  public  improve- 
ments which  can  well  be  financed  on  the  public's  credit 
without  the  use  of  the  tax-exempt  feature.  But  the 
point  is  that  the  tax-exempt  security  has  distorted  the 
spending  of  the  nation  by  the  reduction  of  possible  con- 
structive expenditures  by  corporations  and  individuals 
and  by  the  increase  of  expenditures  by  public  bodies. 
So  long  as  this  country  has  the  graduated  income  tax, 
this  security  is  a  menace  to  the  proper  investment  of 
the  country's  savings. 

The  present  is  an  opportune  time  to  register  disap- 
proval of  an  untoward  fiscal  policy,  even  though  it  may 
be  impossible  to  change  the  present  revenue  bill.  The 
utilities,  so  far  as  their  particular  interests  are  con- 
cerned, have  been  ably  represented  at  Washington  by 
P.  H.  Gadsden  for  the  joint  committee.  But  this  is  not 
enough.  There  must  be  continuous  agitation  for  the 
best  revenue  policy  in  order  that  there  be  progress  and 
that  ultimately  the  tax-exempt  security  may  be  elimi- 
nated. 


852 


Electric    Railway    Journal 


Vol.  58,  No.  20 


Dead  Mileage  Saving  to  Pay  for  New  Car  Storage  Facilities 

Flexible  Track  Layout  and  Tipple  for  Loading  Sand  and  Coal  at  New  Car  Yard  of  the  Northern  Ohio 

Traction  &  Light  Company  in  Akron  Are  of  Special  Interest — Small  Carhouse 

Provided  for  Inspection  and  Washing 


A" 


>m4:^"i 


}-^:ti 


MONG  the  plans 
formulated  early  in 
1920  by  the  North- 
ern Ohio  Traction  &  Light 
Company  for  expanding  its 
facilities  to  handle  better 
the  then  rapidly  increas- 
ing traffic  of  the  Akron, 
Ohio,  city  lines,  was  one 
which  contemplated  the 
enlargement  of  the  main 
shops   by  making   use   of 

part  of  the  carhouse  adjacent  for  shop  purposes.  To  do 
this  would  deplete  the  car  storage  facilities  then  avail- 
able. Also,  the  supply  of  service  to  the  heavy  traffic 
center  of  plants  1  and  2  of  the  Goodyear  Tire  &  Rubber 
Company,  located  well  out  on  the  East  Market  Street 
line,  involved  a  rather  large  amount  of  dead  mileage 
each  day.  Furthermore,  there  was  need  for  additional 
storage  and  inspection  facilities.  To  meet  these  several 
requirements,  therefore,  the  company  decided  to  build  a 
new  open  storage  yard  and  small  carhouse  at  the  end  of 
the  East  Market  Street  line  in  East  Akron.  The  new 
facilities  are  called  the  Britain  car  yard  and  carhouse. 
The  yard  is  857  ft.  deep  with  309  ft.  frontage  on  Engle- 
wood  Avenue,  over  which  the  East  Market  Street  city 


fi 


Top  Views — Front  op  New  Brittain  Car  Storage  and  Carhouse 
Showing  Overhead   Construction,   Storage   Tracks   and 
Approach  to  Tipple.     Bottom  View,  Rear  End  of  Car- 
house  Showing  Tipple  and  Coal  Storage  at  Left 
AND  Oil  House  at  Extreme  Right 


line  and  the  interurban 
cars  to  Canton  and  Massil- 
lon  operate.  The  yard  was 
laid  out  to  provide  open 
storage  for  160  cars,  with 
carhouse  facilities  for  in- 
specting four  cars  and 
washing  four  cars  simul- 
taneously. 

Owing  to  the  very  de- 
cided and  sudden  slump  in 
business  in  Akron,  the 
storage  facilities  for  only  eighty  cars  were  completed 
and  the  rearrangements  at  the  main  shops  were  post- 
poned indefinitely.  With  things  so  materially  changed, 
and  the  traffic  and  daily  car  mileage  very  much  reduced, 
the  expected  savings  from  the  new  carhouse  and  storage 
will  be  realized  only  in  part  for  the  present.  Under  nor- 
mal business  conditions,  however,  it  was  estimated  that 
the  new  facilities  would  reduce  the  dead  mileage  some 
55,600  car-miles  a  year,  which,  if  valued  at  30  cents  a 
car-mile,  would  produce  an  annual  saving  for  the  com- 
pany of  $16,680. 

The  cost  of  the  yard  and  carhouse  as  estimated  in 
January,  1920,  was  approximately  $212,000,  so  that  the 
saving  in  dead  mileage  effected,  had  the  traffic  of  that 


'f-6"Benf  emf 

-9'-f-  -X  -  ■  Cross  Section  at  B-8 

Top  Views — Front  op  New  Brittain  Car  Storage  and  Carhousections  op  Sand  and  Coal  Tipple 


November  12,  1921 


Electric    Railway    Journal 


853 


Fulmer         Ave. 

— -sa.is' 


fi9  :ia  '.n 


-SO'--r- 


V 


General  I.atoitt  of  New  Car  Storage  Yard  in  East  Akron,  Ohio 


time  continued,  would  have  more  than  carried  the  new 
investment  which  also  provides  additional  facilities. 

General  Layout  of  the  Yard 

Of  particular  interest  among  the  many  features  of 
the  yard  is  the  layout  of  track  and  general  plan.  In 
the  first  place  all  movements  of  cars  in  the  yard  are 
entirely  separated  from  the  main-line  operation,  thus 
avoiding  to  a  maximum  degree  any  interference  with 
the  regular  operation  of  cars  in  service,  or  any  de'ay 
due  to  yard  derailments.  While  the  new  storage  yard 
is  located  at  the  end  of  one  of  the  city  lines,  the  loop 
for  this  line,  which  occupies  a  portion  of  the  front  end 
of  the  tract  of  ground,  is  built  entirely  separate  from 
the  storage  yard  trackage.  Aside  from  the  special  work 
connections  with  the  main  line ,  all  of  the  track  and 
special  work  in  the  yard  is  of  tht  open  type  and  hence 
easily  maintained.  Furthermore,  the  special  work  and 
curves  entering  the  tipple  track  are  so  constructed  that 
standard  steam  railroad  cars  with  M.C.B.  equipment 
can  be  operated  over  it. 

The  layout  of  the  tracks  provides  great  flexibility 
in  the  handing  of  cars  in  and  out  of  the  yard  and  in 
shifting  them  about  the  yard  for  inspection  and  wash- 
ing purposes.  The  track  for  the  whole  yard  is  laid 
out  in  two  parts,  only  one  of  which  has  been  built  for 


the  time  being.  Each  part  is  to  be  served  by  a  direct 
connection  to  the  main  line,  whence  a  ladder  track 
makes  possible  the  placing  of  a  car  on  any  one  of  the 
tracks  of  the  group.  All  these  tracks  again  converge 
into  a  ladder  track  and  a  loop  at  the  rear  end  of  the 
property,  so  that  there  is  almost  no  movement  of  cars 
that  cannot  be  quickly  and  expeditiously  accomplished. 
The  special  work  in  every  case  has  been  kept  of  the 
simplest  form  by  so  placing  the  switches  as  to  avoid 
any  overlapping  of  special  work.  The  overhead  work 
is  of  the  substantial  backbone  construction  type  and 
well  strung  to  avoid  trolley-off  trouble. 

Of  the  nine  tracks  installed  in  the  yard  at  the 
present  time,  the  first  track  serves  the  tipple  described 
later  on,  four  tracks  extend  through  the  carhouse  and 
the  four  remaining  tracks  are  available  for  storage 
only. 

Ultimately,  a  second  loop  at  the  front  end  of  the 
property  will  be  made  available  by  a  connection  from 
the  present  ladder  track  to  the  lead-in  track  of  the 
second  group  of  storage  tracks.  This  will  be  provided 
for  emergency  use  in  case  a  car  in  regular  service 
should  become  derailed  on  the  shorter  loop.  Meantime, 
it  is  possible  to  loop  the  cars  in  an  emergency  by  oper- 
ating them  through  the  present  storage  yard  and 
around  the  loop  at  the  rear  end  of  the  property,  by 


Interior  of  Carhouse   Neari.ng   Completion    Showing   Rail 
Fastening  on  Inspection  Tracks 


Open  Pit  Co.n'structio.n'  and  Lateral  Bolts  for  Holding 
Rail  on  Wash  Tracks 


854 


Electric    Railway    Journal 


Vol.  58,  No.  20 


Floor  Plan  op  the  New  Brittain  Cabhouse 

leaving  track  No.  9  and  any  other  tracks  in  the  yard 
open. 

The  track  in  the  yard  is  constructed  with  80-lb. 
A.S.C.E.  rail  with  continuous  joints  and  electrically- 
welded  bonds,  oak  ties  and  cinder  ballast.  The  special 
work  is  all  of  the  iron-bound  type  with  double-tongue 
switches  having  two  adjustable  connecting  rods  and 
spring  ground  throws.  The  first  four  switches  leading 
into  track  No.  1  are  designed  for  standard  M.C.B. 
flanges  to  permit  the  receiving  of  sand  and  coal  in 
carload  lots  on  the  tipple.  These  switches  are  13  ft. 
6  in.  long  and  have  a  150-ft.  inside  radius,  while  all 
other  switches  have  a  100-ft.  inside  radius. 

Construction  of  Carhouse 

From  the  accompanying  drawing  showing  the  layout 
of  the  new  storage  yard,  it  will  be  noted  that  the  new 
carhouse  occupies  a  central  position  from  front  to  rear 
in  the  yard  and  that  four  of  the  storage  tracks  pass 
through  the  carhouse.  This  provides  storage  space  in 
front  of  the  carhouse  for  cars  to  be  inspected  or  washed 
and  in  the  rear  of  the  carhouse  for  cars  that  have  been 
inspected  or  washed  and  are  again  ready  for  service. 
The  assignment  of  cars  to  tracks  upon  entering  the 
yard  is  directed  from  the  small  brick  office  just  inside 
the  yard,  where  a  car  upon  entering  stops  to  deposit  the 


fare  box.  The  carhouse  is  130  ft. 
long  by  75  ft.  9  in.  wide  with  a 
second  story  for  offices  and  train- 
men's quarters  built  over  the  front 
46  ft.  Two  of  the  tracks  in  the  car- 
house  are  especially  equipped  for 
inspection  work  while  the  other  two 
tracks  have  been  laid  out  primarily 
for  washing.  Eight  cars  can  be 
simultaneously  taken  care  of  inside, 
with  ample  room.  An  open-type  pit 
extends  practically  the  full  length 
of  the  carhouse  in  each  track.  The 
concrete  floor  is  laid  flush  with  the 
top  of  the  rail  for  the  two  wash 
tracks,  while  it  is  15  in.  below  the 
top  of  the  rail  beside  the  inspection 
tracks.  The  pits  are  constructed 
with  brick  piers  and  concrete  beams 
underneath  the  rails.  The  manner 
of  fastening  the  rails  to  these  beams 
is  of  particular  interest,  and  as  this  is  clearly  shown 
in  an  accompanying  drawing,  no  description  is  deemed 
necessary. 

The  building  is  constructed  of  red  rough-faced 
pressed  brick,  fireproof  partitions  and  wood  trestle 
supporting  the  roof.  On  the  main  floor  a  series  of 
rooms  along  the  east  side  of  the  building  provide  an 
office  for  the  carhouse  foremen,  two  storerooms  for 
supplies,  and  locker  and  toilet  facilities  for  men  and 
women  employees  engaged  in  inspecting  and  washing 
cars.  An  oil  room  is  provided  in  a  small  brick  building 
located  just  behind  the  carhouse.  The  west  side  of  the 
building  is  formed  almost  entirely  of  windows.  Fenestra 
steel  sash  being  used.  Four  Kinear  rolling  steel  doors 
close  off  each  end  of  the  building. 

The  second  story  is  partitioned  off  and  the  walls 
sand-finished,  providing  offices  for  the  train  dispatcher, 
division  superintendent  and  assistants.  There  is  also 
a  locker  room  to  accommodate  250  trainmen,  shower 
bath  and  toilet  facilities,  and  a  large  bright  club  room 
for  the  trainmen.  The  interior  finish  throughout  the 
building  is  good,  but  very  plain,  as  is  also  the  exterior 
finish.  Heating  of  the  building  is  accomplished  with 
a  Keewanis  smokeless  boiler  and  a  Warren  &  Webster 
steam  heating  system.  Radiators  are  installed  both 
overhead  and  at  the  floor  level   along  the  west  wall 


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Top  Plan 
Construction  Details  op  the  Tipple  Showing  Pier  Design,  Method  of  Fastening  Rails  to  Concrete  Beams,  Cross-section  u«- 

yr- ^  <Tippl£  and  Reinforcing  in  Concrete  Bumper 


November  12,  1921 


Electric    Railway    Journal 


855 


Concrete  Bumper  and  Coal  Storage  Bins  at  Rear  End  of  Tipple.     Appearance  of  the  Top  of  the  Tipple.     The  Boiler  Room  Is 
Located  in  the  Small  Building  Between  Tipple  and  Carhouse.     Note  Also  Large  Windows  in  the  Carhouse 


beneath  the  windows,  and  also  one  radiator  at  either 
side  of  each  rolling  steel  door  at  both  ends  of  the  build- 
ing. This  location  of  radiators  is  expected  to  give  par- 
ticularly satisfactory  heating. 

As  a  steam  road  connection  is  available,  special  facil- 
ities have  been  provided  for  receiving  and  handling 
sand  and  coal.  These  consist  of  a  tipple,  extending 
alongside  the  carhouse  and  adjacent  to  the  boiler 
room,  and  ample  storage  bins.  This  tipple  is  built 
with  brick  walls  with  concrete  piers  to  support  the 
track,  the  details  of  which  are  given  in  an  accompany- 
ing drawing.  The  approach  to  the  tipple  is  over  a  9  per 
cent  grade.  The  rails  on  the  tipple  rest  on  heavy  angle 
irons  inset  in  the  corner  of  concrete  beams,  so  that  the 
top  of  the  rail  is  practically  flush  with  the  top  of  the 
beam. 

Storage  Bins  Beneath  Tipple  Track 

Storage  bins  for  hard  coal,  soft  coal,  wet  sand  and 
dry  sand  are  provided  in  the  space  underneath  this 
tipple  track  and  the  space  between  rails  on  the  tipple  is 
open  except  over  the  dry  sand  storage  bin.  Material 
received  in  carload  lots  is,  therefore,  hauled  onto  the 
tipple  and  dumped  from  bottom  dump  cars  directly  into 
the  proper  bin.  The  bin  immediately  adjacent  to  the 
boiler  room  and  communicating  with  it  has  capacity 
for  iive  carloads  of  soft  coal.  There  is  also  storage 
space  for  ten  cars  of  hard  coal  for  use  in  the  cars  and 
five  carloads  of  wet  sand.  A  small  room  between  the 
wet  sand  and  dry  sand  storage  bins  is  to  be  used  as 
a  sand  dryer,  a  smokestack  having  been  built  to  serve 
the  dryer.     A  top   plan  view,   side   elevation,   lateral 


cross-section  and  vertical  cross-section  of  this  tipple 
are  shown  in  an  accompanying  drawing. 

Fire  protection  for  the  car  yard  is  afforded  by  numer- 
ous fire  hydrants  placed  at  various  places  about  the 
property.  No  sprinkler  system  was  installed  in  the 
carhouse.  E.  D.  Eckroad,  engineer  maintenance  of 
way,  was  responsible  for  the  construction  of  the  new 
layout  in  East  Akron. 


Influence  of  American  Electrification 
Practice 

IN  THE  past  whenever  the  question  of  electrification 
has  been  taken  up  the  matter  of  increasing  the 
capacity  of  a  section  of  steam  railway  has  probably 
been  the  greater  factor,  rather  than  reduction  in  operat- 
ing expenses.  Now  the  high  price  of  coal  throughout 
the  world  has  brought  the  latter  factor  into  the  greater 
prominence. 

An  item  published  in  Commerce  Reports  recently  says 
that  in  many  of  the  larger  countries  abroad  the  heavy 
trunk-line  electrification  projects  in  the  United  States 
have  been  very  carefully  studied  and  are  very  fre- 
quently referred  to  by  foreign  consulting  engineers  in 
their  reports,  and  that  in  several  instances  standard 
American  plans  have  been  adopted  practically  complete 
by  engineers  advising  foreign  governments  on  steam 
railway  electrification.  It  is  believed  that  the  experience 
of  American  manufacturers  in  developing  reliable  heavy 
railroad  equipment  in  this  country  will  be  of  consider- 
able help  in  furthering  heavy  traction  electrification 
abroad. 


K- ^-g" J 

Floor    Plan   of   Offices   and    Trainmen's 
Quarters  on  Second  Floor 


Section    at    B-B 


Cross-Section  Throu(3h  Carhouse  with  Details  of  Methods 
Used  in  Fastening  Rails 


856 


Electric    Hailway    Journal 


Vol.  58,  No.  20 


Automotive  Industry  Appraisal  of 
Traction  Men 

Generally  Speaking,  the  Conservation  Traction  Interests  Are 

Held  to  Regard  the  Bus  as  a  Competitor  Rather  than 

Ally  in  Solving  Their  Transportation  Problems 

AN  ARTICLE  recently  published  in  Automotive  In- 
l\  dustries  (Oct.  13,  1921)  commented  on  the  attitude 
of  the  traction  interests  toward  the  motor  bus  and  the 
lack  of  any  comprehensive  solution  of  the  problem  of 
motor  bus  competition.  This  was  written  by  Sinclair 
Gluck,  managing  editor  of  the  Commercial  Vehicle,  and 
reflected  his  views  of  the  recent  Atlantic  City  electric 
railway  convention,  when  he  stated  many  of  the  allu- 
sions in  speeches  to  bus  competition  showed  clearly  that 
members  considered  it  a  danger  rather  than  a  possible 
ally,  with  no  attempt  to  face  the  issue  directly.  Tak- 
ing the  convention  as  a  whole,  Mr.  Gluck  declared  that 
the  motor  bus  may  be  said  to  have  been  almost  entirely 
disregarded  as  a  possible  factor  in  passenger  trans- 
portation. 

in  his  analysis  of  the  points  brought  out  Mr.  Gluck 
showed  that  there  were  two  factions  present.  On  one 
side  were  the  conservatives  who  seemed  to  regard  the 
bus  as  a  menace,  and  nothing  more,  to  their  business. 
They  were  greatly  in  the  majority.  The  other  and 
more  progressive  side  consisted  of  but  a  few  men,  some 
of  whom  already  had  actually  installed  buses  to  co- 
operate with  their  trolleys.  These  regarded  the  bus 
not  only  as  a  possible  but  as  an  actual  ally.  These 
men,  however,  made  no  headway  against  the  weight  of 
opinion  ranked  against  them. 

Little  Effort  to  Solve  Problem 

In  the  passenger  transportation  business  there  is  an 
organized  influential  group  of  men.  These  include 
electric  railway  interests  as  well  as  the  manufacturers 
of  buses  and  of  truck  chassis  that  are  more  or  less 
convertible  into  buses.  It  is  necessary  for  both  of  these 
important  groups  to  work  in  a  fundamental  construc- 
tive way  to  solve  many  of  the  transportation  problems, 
but  there  was  little  effort  along  this  line  at  the  con- 
vention. Men  in  the  transportation  business — men  of 
vision  who  look  to  a  better,  broader  and  more  satis- 
factory market — may  have  held  hopes  for  such  a  devel- 
opment in  this  convention,  but  such  hopes  were  justified 
to  a  very  limited  extent. 

Shcrt-haul  passenger  transportation  work  is  in  a 
chaotic  state,  the  article  goes  on  to  say,  and  points 
out  that  here  and  there,  in  cities  such  as  New  York  and 
Washington,  well  organized,  efficiently  operated  motor 
bus  lines  work  in  conjunction  with  street  car  lines  to 
a  greater  profit  to  both  and  more  general  satisfaction 
to  the  public.  In  other  cities  there  are  more  or  less 
well-organized  bus  lines  competing  with  the  street  cars 
at  a  profit  to  themselves  and  at  a  heavy  loss  to  the 
electric  lines.  In  other  places  jitneys  operate  on  a 
shoestring  and  are  cutting  down  the  number  of  street 
car  patrons  at  little  profit  to  themselves.  Elsewhere 
buses  have  tried  to  compete  and  have  failed.  The 
difference  in  the  outcome  has  depended  upon  local 
conditions  and  the  efficiency  with  which  each  type  of 
transportation  was  organized  and  operated. 

There  can  be  no  doubt  in  the  mind  of  the  intelligent 
transportation  observer,  however,  that  there  is  a  field 
for  short-haul  bus  operation.  And  there  should  be  no 
doubt  in  his  mind  that  the  bus  is  to  be  reckoned  with 
in  that  field. 


On  the  whole  the  conservative  traction  interests 
seemed  to  concede  the  best  thing  to  do  was  to  legislate 
the  bus  backward  and  through  publicity  «xtoIl  the  bene- 
fits of  street  car  lines  both  to  municipalities  and  the 
general  public  and  to  decry  buses  as  undependable, 
incapable  of  handling  traffic  and  unwilling  or  unable 
to  stand  their  share  of  municipal  duties  and  taxes. 

But  far  more  important  was  the  mistaken  attitude  of 
the  convention  toward  the  entire  problem.  After  all, 
the  most  economical  form  of  transportation  is  the  one 
which  should  and  will  survive,  The  question  funda- 
mentally is  not  one  of  profit  for  traction  companies  now 
in  business  and  in  no  hurry  to  go  out  of  business,  but 
one  of  solving  the  problem  of  the  most  economical  and 
efficient  form  of  transportation  in  each  locality  and 
under  each  set  of  conditions. 

Either  the  street  car  lines  are  of  real  and  permanent 
value  to  the  communities  in  which  they  operate  or 
they  are  not.  If  they  are  not  of  permanent  value  in 
their  particular  communities,  the  directors  and  stock- 
holders should  read  the  writing  on  the  wall  and  either 
get  out  of  a  bad  business  altogether  or  adopt  the  type 
of  transportation  which  will  solve  the  problem  in  their 
communities — for  if  they  are  not  of  real  and  piermanent 
value,  they  will  not  survive. 

The  article  then  goes  on  to  quote  extracts  from  the 
remarks  of  H.  B.  Flowers,  chairman  of  the  association's 
committee  on  trackless  transportation,  that  the  track- 
less trolley  and  the  motor  bus  must  be  conceded  a  place 
in  the  sun  and  that  more  time  should  be  granted  the 
committee  to  inquire  further  into  this  important  sub- 
ject. Attention  was  also  directed  to  the  comments  of 
F.  E.  Frothingham,  J.  K.  Newman,  Edwin  Gruhl  and 
J.  P.  Barnes  on  motor  bus  competition. 

Summing  up  these  comments,  the  writer  held  that 
unorganized  jitney  buses  have  done  much  in  many  com- 
munities to  damage  the  prestige  and  decrease  the  profits 
of  street  car  lines.  If  this  is  the  case,  properly  organ- 
ized and  efl!iciently  operated  bus  lines  will  surely  do  more 
damage.  And  these  bus  lines  are  coming.  Therefore, 
where  bus  lines  are  practicable  it  would  seem  obvious 
that  there  are  only  two  courses  of  procedure  open  for 
the  street  car  line  in  certain  cases — either  to  organize 
and  operate  the  inevitable  bus  lines  themselves  or  go 
out  of  business. 

The  article  closes  with  arguments  for  a  proper  chassis 
and  body  design,  the  full  details  of  which  have  not  yet 
been  worked  out.  It  is  pointed  out  that  to  construct  a 
chassis  which  will  be  idea!  for  city  bus  work  will  mean 
much  research  and  designing  effort  and  possibly  the 
installation  of  additional  machinery  to  manufacture  the 
final  design.  It  is  but  natural  that  the  manufacturers 
are  reluctant  to  undertake  this  work  without  any  knowl- 
edge of  the  extent  of  the  market  on  which  they  can 
depend  for  the  sale  of  the  ideal  vehicle  when  completed. 
For  this  reason  there  is  a  strong  inclination  on  their 
part  to  recommend  the  use  of  present  standard  truck 
chassis  equipment  for  buses.  But  the  bus  is  coming 
and  with  it  will  come  the  ideal  chassis. 


No  fewer  than  4,000,000  passengers  are  carried  daily 
by  the  Underground  Railway  Companies  in  London.  An 
acceleration  of  train  service  has  recently  been  made  so 
that  now  during  the  rush  hours  816  cars  per  hour  pass 
through  Earl's  Court,  one  of  the  busiest  stations.  At 
the  Charing  Cross  station,  which  is  a  stop  on  three 
separate  lines,  a  total  of  1,215  cars  per  hour  pass 
through  during  the  peak. 


November  12,  1921 


Electric    Railway    Journal 


857 


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Small  Caterpillar  Tractor  Proves  Vert  Effective  in  Cleaning  Snow   from   Downtown    Special  Trackwork 

Special  Snow-Fighting  Equipment 

The  Milwaukee  Company  Makes  a  Substantial  Reduction  in  the  Cost  of  Removing  Snow  from  Streets — 

Heavy  Wing  Plow  Built  for  Clearing  Highway  in  Emergency  Situation — Description  of  the 

Methods  Employed  to  Continue  Operation  Without  Interruption 


SUBSTANTIAL  savings  in  the  cost  of  clearing  snow 
off  intersections  and  off  company  property  have 
been  made  by  the  Milwaukee  Electric  Railway  & 
Light  Company  by  the  substitution  of  small  motorized 
plows  for  the  laborer  with  a  shovel.  Gasoline  engine 
tractors  of  two  types  are  proving  very  effective  in  this 
work.  One  of  the  accompanying  pictures  shows  a  cater- 
pillar tractor  made  by  the  Cleveland  Tractor  Company 
clearing  away  the  very  heavy  snow  which  surprised 
Milwaukee  in  the  storm  on  April  15,  1921.  This  cater- 
pillar tractor  is  equipped  with  a  20-hp.  engine  and  is 
used  primarily  for  removing  the  snow  from  the  special 
trackwork  at  street  intersections  aLd  to  clean  off  the 
loading  spaces  where  passengers  must  stand  to  board 
the  street  cars.  It  will  remove  the  snow  from  a  50-ft. 
X  60-ft.  intersection  and  push  it  over  to  the  side  of  the 
street  in  ten  or  fifteen  minutes.  One  man  and  this 
machine  will  do  an  amount  of  work  in  clearing  away 
snow  equal  to  that  done  by  at  least  ten  men.  Besides 
thus  economizing  on  labor  costs  in  clearing  a  certain 
location,  it  has  the  advantage  of  being  able  to  move 


quickly  from  one  location  to  another  requiring  snow 
removal.  This  machine  has  been  found  to  be  so  effective 
in  this  work  that  the  company  plans  to  purchase  an- 
other one  this  year.  Furthermore,  a  study  is  being 
started  to  work  out  some  machine  for  picking  up  the 
snow  after  it  has  been  moved  over  to  the  curb  line  by 
this  tractor  and  loading  it  into  a  truck  for  hauling  it 
off  the  street.  If  this  is  accomplished,  the  familiar 
sight  of  large  gangs  of  men  shoveling  snow  for  the  car 
company  after  a  heavy  storm  will  be  seen  no  more  in 
Milwaukee. 

The  plow  and  raising  and  lowering  device  are  readily 
detached  from  the  tractor,  which  is  employed  in  various 
other  ways  in  the  summer.  It  is  used  to  haul  a  slusher 
for  small  excavating  jobs,  for  spreading  ballast,  snak- 
ing rails  and  ties,  pulling  sections  of  construction  track, 
backfilling,  etc.  It  is  one  of  the  busiest  and  handiest 
pieces  of  equipment  used  by  the  department  of  way  and 
structures  of  the  Milwaukee  company. 

Another  type  of  motor  equipment  used  for  the  re- 
moval of  snow  is  a  Clark  truck  tractor,  also  shown  in 


Three-Wheel  Tractor  Used  for  Removin'g  Sxow 
from  Sidewalk 


Wing  1*low  for  Clearing  Away  Snow  on 

THE    INTERURBAN    LINES 


858 


Electric    Railway    Journal 


Vol.  58,  No.  20 


an  accompanying  illustration.  This  is  a  three-wheel 
truck  steered  from  the  rear,  enabling  the  machine  to  be 
turned  on  a  radius  of  8  ft.  and  maneuvered  into  comers 
and  cramped  places  where  it  is  impossible  to  get  any 
other  machine.  This  tractor  is  equipped  with  a  6-ft. 
blade  or  plow  which  is  raised  and  lowered  by  means  of 
a  hand  winch.  The  plow  can  be  set  either  at  right 
angles  to  the  direction  of  travel  or  at  an  angle  of 
60  deg.  by  simply  changing  the  position  of  the  bolt  in 
the  strut  seen  at  the  left  of  the  picture. 

In  winter  this  machine  is  used  particularly  for  clean- 
ing snow  from  the  sidewalks  along  company  property, 
in  front  of  carhouses,  from  special  trackwork  layouts 
in  the  outskirts  of  the  city  and  such  miscellaneous  snow 
removal  jobs.  It  is  equipped  with  a  25-hp.  engine  and 
will  travel  12  m.p.h.  in  moving  between  jobs.  It  is 
estimated  that  it  will  do  work  equal  to  at  least  eight 
men  in  removing  snow  from  sidewalks. 

In  summer  the  plow  is  removed  and  a  regular  hand- 
operated  dumping  body  is  put  on  for  use  in  hauling 
materials,  tools,  or  anything  in  connection  with  con- 
struction and  maintenance  work.     In  this  capacity  it 


again  after  the  obstruction  is  passed.  This  is  done  by 
simply  admitting  and  releasing  air  in  the  horizontal 
cylinder  controlling  the  position  of  the  wing.  This  wing 
will  clear  snow  from  a  space  8  ft.  outside  the  track. 

To  meet  a  very  special  condition  which  was  confronted 
on  account  of  the  very  heavy  drifting  of  snow  in  Janu- 
ary, 1920,  along  the  Milwaukee-Racine-Kenosha  inter- 
urban  line  and  in  the  main  highway  to  Chicago,  which  it 
parallels,  the  Milwaukee  company  developed  a  very 
unique  side-wing  plow  to  be  used  in  conjunction  with 
the  car  just  described.  Heavy  snow  storms  and  wind 
had  resulted  in  very  heavy  drifting  which  made  the 
highway  and  the  interurban  line  impassable.  After  the 
company  had  cleared  the  track,  motcn-  trucks  and  vari- 
ous other  vehicles  began  driving  in  the  track,  as  it  was 
the  only  place  they  could  go,  and  became  stalled  and  so 
interfered  with  the  operation  of  the  cars  that  the  rev- 
enue from  the  line  was  almost  completely  lost.  Appeal 
to  the  county  and  highway  authorities  to  clear  the  high- 
ways in  order  to  remove  the  necessity  for  driving  on 
the  tracks  resulted  in  the  employment  of  a  number  of 
men  with  shovels  to  attack  the  problem,  but  because  of 


AT  Left,  Clearing  the  Highway  to  Keep  Traffic  Off  the  Interurban  Tracks,  Showing  Folding  Wing  Plow  in  Operating 

Position,  Followed  by  Heavy  Special  Plow  Projecting  Out  Into  thb  Highway.     At  Right,  Folding  Side 

Wing  Snow  Plow  Controlled  by  Three  .\ir  Cylinders 


will  do  the  work  of  two  or  three  teams,  and  forms  an 
outfit  that  the  track  department  has  found  almost  indis- 
pensable.   The  company  has  two  of  these  Clark  tractors. 

An  accompanying  picture  shows  a  special  wing  plow 
constructed  by  the  Milwaukee  Electric  Railway  &  Light 
Company,  for  removing  snow  on  the  interurban  lines. 
In  addition  to  the  nose  plow,  this  car  is  equipped  with 
a  unique  wing  plow  for  moving  the  snow  back  away 
from  the  track.  The  two  sections  of  this  wing  plow 
are  hinged  together  at  one  end,  with  the  opposite  ends 
supported  in  vertical  steel  slides  and  connected  to  the 
piston  of  an  air  cylinder  mounted  on  top  of  each  sup- 
port. By  admitting  or  releasing  air  from  these  two 
cylinders,  the  blades  of  the  plow  are  raised  or  lowered. 

One  of  these  vertical  slides  is  attached  to  a  carriage 
which  is  free  to  slide  longitudinally  on  the  floor  of  the 
car,  its  position  being  controlled  by  a  third  air  cylinder. 
When  this  carriage  is  pulled  toward  the  middle  of  the 
car,  the  two  vertical  slides  are  brought  closer  together 
and  the  two  sections  of  the  plow  fold  out  from  the  side 
of  the  car  forming  the  triangular  wing  plow.  When  this 
snow  plow  is  in  use,  as  an  obstruction  is  approached,  the 
wing  is  simply  pulled  back  straightening  into  a  position 
parallel  with  the  side  of  the  car  and  then  forced  out 


the  enormous  accumulation  of  snow,  the  headway  made 
was  insignificant. 

In  order  to  get  cars  operating,  therefore,  the  Mil- 
waukee Electric  Railway  &  Light  Company  jumped  in 
and  built  almost  over  night  a  very  heavy  plow  wjiich 
was  attached  to  the  side  of  a  flat  car  by  means  of  heavy 
steel  framework.  This  flat  car  was  then  coupled  behind 
two  motor  cars  and  a  steel  cable  connected  from  the  plow 
to  the  forward  motor  car  to  take  up  part  of  the  enor- 
mous thrust  to  which  the  plow  subjected  the  car  to  which 
it  was  attached.  With  the  help  of  the  folding  wing 
plow  described  above,  which  went  ahead,  followed  by 
this  special  plow,  of  which  an  illustration  is  shown,  it 
was  possible  to  clear  the  packed,  heavy  snow  out  of  the 
road  for  a  distance  of  16  ft.  out  from  the  track.  With 
the  road  thus  opened  up,  motor  trucks  were  not  forced 
to  travel  on  the  track. 

Since  this  experience,  Milwaukee  and  Racine  Coun- 
ties have  co-operated  with  the  traction  company  to  in- 
stall a  large  number  of  snow  fences  at  open  points,  to 
prevent  the  snow  from  drifting  into  the  road.  Hence 
there  will  probably  not  be  much  need  in  the  future  for 
this  unusual  plow,  which  will  be  appreciated  by  the 
company,  as  it  was  very  hard  on  track  and  equipment. 


November  12,  1921 


Electric    Railway    Journal 


859 


Trackless  Trolleys  at  Work  Abroad 

What  Kind  of  Service  Is  Now  Given  by  Trackless  Trolleys  and  at  What  Cost? — First-Hand  Data  on 
Several  of  the  Most  Important  Installations  Are  Presented,  Together  with  Comparisons 
Against  American  Estimates — Bradford  and  Leeds  Discussed  in  This  Article 

By  Waltek  Jackson 

Consultant,  Mount  Vernon,  N.  Y. 


DURING  the  sprinj?  and  summer  of  1921  consider- 
able time  was  spent  in  Europe  making  detailed 
studies  of  trackless  trolley  operation,  as  American 
manufacturers  were  preparing  to  take  up  this  form  of 
transportation  in  a  serious  way.  Indeed,  since  then  an 
experimental  installation  has  been  made  at  Richmond, 
Va.,*  and  the  first  installation  for  regular  service 
has  been  made  on  Staten  Island,  in  New  York.t  while 
several  more,  like  Detroit,  are  in  the  offing.  The  sub- 
ject, therefore,  is  timely;  and  as  most  of  the  foreign 
installations  are  not  radically  different  in  engineering 
■details,  the  experience  gained  in  their  operation  may  be 
"helpful  to  American  operators. 

As  a  matter  of  courtesy  to  the  managers  who  have 
■so  frankly  stated  their  experiences,  this  article  will 
refrain  from  extended  comments  and  will  deal  only 
■with  the  individual  situations  as  found,  except  for 
■occasional  comparisons  of  actual  British  with  esti- 
mated American  costs. 

Variety  op  Installations  Chosen 

From  a  technical  standpoint,  it  was  desirable  to  con- 
fine the  study  of  trackless  trolleys  to  that  type  which 
has  some  form  of  under-running  current  collector  and 
standard  trolley  construction.  The  only  over-running 
or  carriage  collector  type  system  examined  was  the 
Mercedes-Stoll  system  at  Vienna,  where  the  nearness  of 
the  manufacturer  made  it  fair  to  assume  that  the  in- 
stallation was  being  operated  under  itore  favorable  con- 
ditions than  the  older,  like-style  (Cedes)  installations 
in  Great  Britain. 

Visits  were  made  to  Leeds  and  Bradford  in  England 
as  representing  places  of  considerable  experience  in 
the  co-ordination  of  rails  and  rubber  tires;  to  Tees- 
side,  as  representing  the  largest  all-trackless  under- 
taking, and  to  York,  as  representing  the  latest  avail- 
able installation. 

Bradford  and  Leeds  the  Pioneers — Recent  Costs 

The  Bradford  Corporation  Tramways,  which  serves  a 
population  of  370,000,  started  its  first  trackless  trolley 
•on  June  24,  1911.  This  installation  was  over  a  1.25-mile 
connection  between  two  track  routes  in  a  thickly-popu- 
lated district.  The  present  routes  total  9.5  miles  and 
are  made  up  of  the  extension  of  a  track  route,  of  a 
half  loop  tying  six  track  routes  together  and  of  a  purely 
independent  route  from  the  center  of  the  city  along 
Canal  Road  to  Frizinghall;  in  short,  each  route  meets 
a  different  situation.  Topographically,  the  situation  is 
not  favorable.  The  older  parts  of  Bradford  lie  in 
a  trough,  so  that  grades  of  6  per  cent  and  even  more 
have  to  be  negotiated.  Canal  Road  is  the  most  favored, 
being  both  level  and  smooth-paved.  The  paving  is 
usually  a  granite  block,  kept  in  better  condition  than 
similar  paving  in  many  American  cities,   but   never- 


-  Tramways  of  the  Bradford  Corporatigft. 


-P/oposed  Tramway  Extensions. 

-Tramways  of  other  Authorities. 

-Boundary  of  the  City  of  Bradford. 

— — Raiiless  Trolley  Routes. 

-Proposed    Raiiless  Trolley  Routes. 


The  Co-ordinated  Transport  Routes  of  Bradford,  England 

RaU-leKH   Routes 

Canal  Road,  from  Forster  Square  to  Frizing- 
hall, including  loop  around  Galsby  Lane,  etc.    2  miles  1232  yards 

Cleckheaton  Road,  from  Odsal  Top  to  Oaken- 

shaw   1  mile     1122  yards 

Killing^hall  Road,  from  Leeds  Road  to  Bolton 

Road   , 2  miles     242  yards 

Rooley    Lane,    from    Bankfoot    to    Wakefield 

Road   1  mile     1231  yards 

Sticker  Lane,  from  Wakefield  Road  to  Leeds 

Road   1  mile       552  yards 


•June  25.  1921,  Electric  Railway  Journal. 
tOct.  15,  1921,  Electric  Railway  Journal. 


Total 9  miles     859  yards 

Note:  Ministry  of  Transport  in  1921  refused  permission  to  run 
double-deck  trackless  buses  in  excess  of  5  long  tons  on  Eccleshill, 
Idle  and  Thackley  (present  track)   sections. 

theless  not  the  sort  of  paving  conducive  to  minimum 
energy  use.  There  are  sections,  however,  where  tar 
macadam  or  other  smooth  paving  has  been  introduced. 
The  rolling  stock  comprised  seventeen  single-deck, 
twenty-eight-seat  two-man  buses  and  one  double-deck 
fifty-one-seat  two-man  bus.  Owing  to  the  excessive 
platform  costs,  R.  H.  Wilkinson,  general  manager,  who 
designed  the  double-decker,  has  also  made  plans  for  a 
thirty-seat  one-man  single-decker  to  be  21  ft.  9  in. 
over  all  with  a  wheelbase  of  156  in.,  and  for  a  six-wheel 
double-decker,  the  latter  now  being  under  way.  Before 
discussing  the  new  double-decker  it  may  be  well  to  give 
some  costs  which  are  based  almost  entirely  upon  the 
operation  of  the  seventeen  twenty-eight-seat  single- 
deckers,  whose  loaded  weight  must  not  exceed  11,200  lb. 
(5  long  tons)  and  whose  propelling  equipment  consists 
of  two  20-hp.  motors. 


860 


Electric    Railway    Journal 


Vol.  58,  No.  20 


In  converting  the  financial  figures  into  American 
money  values,  exactness  is  impossible  because  of  the 
fluctuating  rate  of  exchange.  However,  the  matter  is 
simplified  by  assuming  the  penny  (d.)  to  be  worth  2 
cents.  On  this  basis  it  will  be  observed  that  the  oper- 
ating cost  was  41.2  cents  against  an  income  of  26.4 
cents  per  bus-mile.  It  would  not  be  fair,  however,  to 
cast  discredit  upon  the  trolley  bus  because  of  this  low 
earning  power  for  the  reason  that  it  is  now  only 
used  in  the  poorer  traffic  territory  where  a  trackway 
would  have  even  heavier  losses.    This  is  indicated  by  the 

TABLE  I— BRADFORD  TROLLEY  BUS  REVENUE.S  AND  COSTS, 
YEAR  ENDED   MARCH    31.    1921 

Traffic  revenue £21,384 

Traffic  revenue  per  bu»-mile 1 3 ,  2d 

Bus-miles  operated 387, 543 

Average  bus-miles  per  day  per  bus 118 

Average  schedule  speed,  miles  per  hour 7.7 

Total  kilowatt-hours  for  operation 470,427 

Kilowatt-hours  per  bus-mfle 1.213 

Passengers  carried 3,437.803 

Average  traffic  revenue  per  bus-hour ..*...,...  Ss.  5.  75d 

Power  cost  per  bus-mile i 1 .  82d 

Total  operating  expenses  per  buft-mile 20. 6d 

fact  that  the  average  earnings  per  trolley  car-mile  in 
the  same  year  were  54.2  cents.  The  operating  expenses 
per  car-mile  approximated  49.3  cents,  but  were  less  per 
seat-mile,  since  the  usual  Bradford  trolley  car  is  a 
double-decker. 

The  schedule  speed  of  7.7  m.p.h.  with  a  twenty-eight- 
seat  bus  is  based  upon  an  average  of  six  stops  per  mile. 
Energy  for  propulsion  and  lighting  alone  (no  heat- 
ing) averaged  1.213  kw.-hr.  per  bus-mile  and  as  the 
cost  was  3.64  cents,  the  cost  per  kilowatt-hour  was 
3  cents  (1.5d)  at  the  bus.  The  platform  cost  was 
14.2  cents  per  bus-mile.  Reduction  of  total  operating 
expense  in  this  direction,  through  one-man  operation, 
with  vehicles  of  improved  design,  is  placed  by  Mr.  Wil- 
kinson at  8  to  12  cents.  As  the  operating  expense  for 
the  1921  fiscal  year  was  41.2  cents,  the  later  type,  if  it 
saved  say  11.2  cents,  would  bring  the  estimated  cost  of 
operation  of  a  thirty-seat  vehicle  down  to  30  cents  per 
bus-mile.  This  cost  is  in  itself  an  estimate  but  is 
based  upon  ten  years'  experience  as  compared  with  the 
advance  cost  estimate  of  19  cents  per  bus-mile  operat- 
ing expense  for  a  thirty-seat  American  10,000-lb.  light 
bus  made  by  J.  C.  Thirlwall  in  his  study :  "The  Urban 
Transportation  Field  Analyzed,"  Electric  Railway 
Journal,  Oct.  1,  1921.  Table  II  shows  the  detail  costs 
for  the  year  ended  March  31,  1921.  It  also  shows  the 
standard  form  of  accounts  used  at  Bradford  and  else- 
where to  arrive  at  the  cost  of  service  rendered  by  the 
trackless  trolley. 

The  foregoing  statement  does  not  cover  investment 
charges.  As  of  March  31,  1921,  the  capital  account 
shows  £13,866  for  electrical  equipment  of  routes  and 
£16,987  for  trolley  buses.  This  is  equivalent  to  £1,460 
per  mile  of  four-wire  construction  and  to  £999  per  bus. 
Mr.  Wilkinson  is  allowing  for  a  useful  life  of  fifteen 
years  on  future  buses  built  to  street  car  standards. 
The  present  buses  purchased  in  1911-1912,  he  says,  have 
outlived  their  usefulness.  In  connection  with  the  indi- 
vidual items  in  the  operating  account  presented,  it 
should  be  stated  that  the  trackless  buses  are  charged 
their  prorata  for  such  general  items  as  superintend- 
ence, general  officers,  administration,  etc.  The  insur- 
ance charges  are  actually  lower.  Mr.  Thirlwall's  Table 
III  covers  only  four  headings  in  all,  so  that  comparisons 
cannot  well  be  made  except  that  his  0.7  cent  for  "main- 
tenance of  way  and  structure"  is  less  than  the  1.258 
cents  shown  in  Table  II,  under  the  headings  of  "con- 


tributions to  maintenance  of  roads"  '  and  "electrical 
equipment"  (referring  to  overhead  line).  Up  to  this 
year  (preceding  the  roads  bill  with  tax  based  on  seat- 
ing capacity)  the  buses  were  charged  0.75  cent  per 
mile  run  for  road  maintenance.  Mr.  Thirlwall's  "power" 
charge  of  2.3  cents  is  based  upon  an  energy  consump- 
tion of  but  1  kw.-hr.  per  bus-mile  and  a  delivered  cost 
of  1.5  cents  per  kilowatt-hour,  whereas  the  Bradford 
power  cost  of  the  fiscal  year  ended  March  31,  1921,  was 
3.64  cents  based  upon  an  energy  consumption  of  1.2 
kw.-hr.  per  bus-mile  without  heating  and  a  co.st  of  3 
cents  per  kilowatt-hour.  It  will  be  seen  later,  however, 
that  the  newest  bus  does  better  in  ratio  to  weight. 
The  greatest  divergence  lies  in  maintenance  of  equip- 
ment, to  which  Mr.  Thirlwall  has  assigned  4  cents  per 
bus-mile  whereas  Bradford's  1921  figure  shows  13.4 
cents  per  bus-mile  without  allowance  for  minor  charges 
like  "buildings  and  fixtures"  and  "workshop  tools  and 
sundry  plant."  Part  but  not  all  of  this  difference  is 
due  to  age. 

One  strong  reason  for  a  lower  operating  expense  as 
regards  labor  would  appear  to  be  the  higher  output  in 
bus-miles  per  hour  figured  by  Mr.  Thirlwall,  namely, 
10  m.p.h.  as  against  Bradford's  7.7  m.p.h.  However,  the 
experience  of  operators  on  the  thin-traffic  routes  for 
which  either  gasoline  or  trolley  buses  are  used  is  that 
one  has  a  toss-up  between  higher  running  speeds  or 
longer  layovers.  In  either  case,  bus-hours  have  to  be 
paid  for  whether  the  vehicles  are  running  or  not. 

Double-Decker  Cuts  Trackless  Costs 
Mr.  Wilkinson  is  so  enthusiastic  for  rail-less  electric 
operation,  as  against  the  trackway,  that  he  has  figured 
it  would  actually  pay  to  use  the  trolley  bus  for  service 
in  any  density  of  traffic  whatsoever,  assuming  that  the 
June,  1921,  estimates  of  £22,000  a  mile  for  single  and 
£46,000  a  mile  for  double  track  in  paving  still  hold. 
To  give  fair  scope  to  the  trackless  bus  for  heavier  serv- 

TABLE  II— detail  of  OPERATING  COSTS  OF  BRADFORD 

CORPORATION  TRACKLESS  TROLLEYS  FOR  YEAR  ENDED 

MARCH    31,    1921 

Traffic  Expenses 

In  Fence  per 
Bus-Mile 

Superintendence 0. 043 

Wages  motormen  and  conductors 7 .  1 06 

Wages  of  other  traffic  employees 0.311 

Cleaning  and  oiling  buses 0.  849 

Fuel,  light  and  water  for  depots 0 .  1 99 

Ticket  check  (tickets,  inspection,  etc.) 0.  441 

Uniforms  and  badges  (furnished  free) 0. 298 

Miscellaneous 0.  171 

Licenses 0.  200 

9.618 

General  Expenses. 

Salaries  of  general  officers  and  staiT 0.  454 

Administration  and  establishment  expense 0.  028 

Store  expenses 0.  076 

Rates  and  taxes "' ISn 

Printing  and  stationery 0. 090 

Fuel,  light  and  water  for  offices.  .  ._ 0.  026 

Accident  insurance  and  compensations 0.125 

Fire  and  other  insurance 0 .  009 

Miscellaneous 0 .  1 28 

1.345 

General  Repairs  and  Maintenance 

Contribution  to  maintenance  of  roads 0.  280 

Electrical  equipment  (overhead  line) 0.  349 

Buildings  and  fixtures 0 .  238 

Workshop  tools  and  sundry  plant 0. 202 

Trackless  cars 6.718 

Power  Expense 
Cost  of  current  at  1.5d  per  kilowatt-hour 1 .821        1 .821 

Total  working  expense 20.  571 

ice  it  is,  of  course,  necessary  to  raise  its  capacity.  This 
he  has  already  achieved  in  part  through  the  construc- 
tion of  a  fifty-one-seat  double-decker,  and  there  is  also 
under  way  a  six-wheel  double-decker  seating  fifty-seven 
people.  "The  six-wheel  construction  is  required  to  meet 
government   regulations  as   to  permissible  weight  per 


November  12,  1921 


Electric    Railway    Journal 


861 


axle.    The  standard  surface  trolley  car  seats  sixty  pas- 
sengers. 

The  fifty-one-seat  double-deck  trolley  bus  was  placed 
in  service  on  Nov.  6,  1920,  and  up  to  March  31,  1921,  it 
had  run  15,453  miles  at  an  average  energy  consumption 
of  1.685  kw.-hr.  per  mile.  The  weight  of  this  bus  was 
given  as  16,576  lb.  (7  tons,  8  cwt.).  The  bus  is  run 
over  a  variety  of  paving  including  granite  block  and  tar 
macadam.  It  is  equipped  with  solid  tires  renewed  on 
a  contract  basis  of  1.5  cents  per  mile.  The  original 
tires  were  changed  after  running  21,000  miles. 

The  bus  is  equipped  with  a  single  40-hp.  motor  which 
has  a  double-reduction  chain  drive  to  the  rear  axle 
equipped  with  the  usual  differential  burlev 
gear.  For  routes  having  grades,  the 
management  would  use  a  60-hp.  motor. 
This  method  of  drive  sets  up  th^ 
body  so  high  that  it  is  not  possible 
to  stand  upright  on  the  upper  deck  within 
Bradford's  clearance  limitations.  In  the  six- 
wheel  bus,  however,  the  floor  is  7J  in.  lower. 
This  gives  three  risers  from  ground,  viz., 
11  in.,  11  in.  and  10  in.  The  springs  are  underslung 
instead  of  being  supported  over  the  axle  boxes.  The 
objection  offered  to  the  gear  and  pinion  drive  is  that  the 
roads  are  not  smooth  enough.  The  chain  drive  used  is 
not  incased  and  therefore  is  subject  to  grit  and  dirt,  but 
this  has  not  proved  a  serious  matter.  The  buses  also 
have  a  sliding  shoe  for  making  rail  contact  when  the  bus 
is  operated  over  a  single-positive  trolley  wire  route.  This 
shoe,  which  is  located  in  front  of  the  bus,  also  acts  as  a 
fog  guide. 

So  far  as  general  construction  is  concerned,  this  is 
really  a  Bradford  car  on  rubber  instead  of  on  steel 
tires,  and  much  is  hoped  from  it  in  the  way  of  lower 
upkeep  costs.  A  ride  is  not  very  different  from  one  on 
the  solidly-built  cars  of  this  system. 

General  Notes  on  BRAnpoRD 

"The  trolley,  which  may  be  said  to  be  the  critical 
feature,  works  admirably.  It  has  been  tested  at  very 
high  speeds  .  .  .  and  it  gave  no  trouble  whatever," 
are  phrases  from  a  description  of  the  first  Bradford 
installation  in  1911.  Apparently,  Mr.  Wilkinson  does 
not  agree,  for  he  has  since  replaced  the  swiveling  type 
trolley  wheel  by  a  cast-iron  shoe  of  his  own  invention. 
This  shoe,  shown  in  an  accompanying  illustration,  is 
provided  with  a  lubricating  groove  to  decrease  wear  on 
the  wires.  In  case  this  sliding  shoe  strikes  an  obstruc- 
tion it  will  fall  back  to  avoid  fouling.  A  pull  on  a  cord 
attached  to  the  collector  suffices  to  restore  the  shoe  to 
the  wire.  Stops  on  the  shoe  likewise  prevent  it  from 
swiveling  beyond  a  predetermined  point.  Besides  hold- 
ing to  the  wire  better,  the  Wilkinson  shoe  is  lighter  and 
costs  less  to  operate  than  the  usual  5-in.  wheels. 

The  danger  of  collision  in  fog  has  been  minimized  by 
the  use  of  an  indicator  which  shows  the  bus  operator 
in  feet  how  far  he  is  off  center.  This  device,  which 
indicates  as  much  as  14  ft.,  is  also  one  of  the  general 
manager's  inventions. 

It  is  noteworthy  that  whereas  the  twenty-eight-seat 
buses  cost  £999  each  to  March  31,  1921,  the  pro- 
posed one-man  thirty-seat  bus  was  figui-ed  at  from 
£1,700  to  £1,800.  On  an  exchange  basis  of  $4  to  the 
pound,  this  gives  either  $6,800  or  $7,200,  showing  how 
close  British  and  American  costs  run  at  this  time.  As 
a  matter  of  fact,  if  the  British  bus  were  upholstered 
as  expensively  as  the  American  vehicles,  the  cost  would 


run  up  to  £2,000.  The  original  investment  cost  of 
£1,460  per  mile  of  route  has  advanced  to  £4,500  for 
overhead  system  plus  £6,000  for  feeder  cables  or  a  total 
of  £10,500  per  mile.  This  presents  an  interesting 
contrast  to  Mr.  Wilkinson's  estimates  for  the  overhead 
and  feeders  per  mile  in  case  of  rail  installations  for 
the  same  locations.  In  the  case  of  double-track  rail 
lines  the  overhead  with  but  single  trolley  would  cost 
£4,000,  while  the  availability  of  a  rail  return  would 
bring  the  cost  of  feeder  cables  down  to  £3,800.  On  the 
assumption  that  double  track  would  cost  £53,800  in  all 
(£46,000  for  rail  and  paving,  £4,000  for  overhead  and 
£3,800  for  feeders)  against  £10,500  for  trackless  trolley, 


In  Leeds  the  Motor  Brs,  the  Trolley  Bus  and  the  Trolley 
Car  All  Have  a  Place  in  Passenger  Transportation  Service 

Mr.  Wilkinson  figures  out  that  even  a  two-minute  head- 
way would  be  handled  more  cheaply  with  trolley  buses 
than  with  cars. 

At  a  conference  of  British  executives,  some  excep- 
tion was  taken  to  the  range  of  the  track  figures,  but 
Mr.  Wilkinson  stood  firmly  on  the  ground  of  his  own 
experience  in  building  and  operating  high-class  paved 
track.  At  any  rate,  it  is  obvious  that  Bradford  must 
be  fairly  well  satisfied  with  the  reliability  of  the  trolley 
bus  since  it  is  willing  to  extend  its  use  to  heavy  routes 
whether  for  new  lines  or  the  changeover  of  existing 
lines  where  the  rails  have  been  worn  out. 

Front  Drive  Introduced  at  Leeds 

The  Leeds  Corporation  Tramways,  which  serves  a 
population  of  542,000,  was  co-pioneer  with  its  neighbor 
Bradford,  inasmuch  as  it  also  opened  its  first  route 
(3.7  miles)  on  June  24,  1911.  Today  a  total  of  8.8 
miles  is  in  operation  over  thin-traffic  routes.  Some  of 
the  original  buses  were  equipped  with  a  single  28-hp. 
motor,  but  later  specifications  call  for  two  23-hp.  motors. 
Both  types  seat  twenty-eight  passengers.     In  the  two 


862 


Electric    Railway    Journal 


Vol.  58,  No.  20 


classes  of  motor  buses,  as  installed,  each  motor  drives 
one  rear  wheel  through  a  double-reduction  worm  and 
chain  gearing.  Within  the  last  year  or  so,  J.  B.  Hamil- 
ton, general  manager,  and  J.  S.  Hamilton,  assistant 
chief  engineer,  have  been  trying  a  front  drive  in  order 
to  reduce  energy  consumption,  improve  adhesion  and 
also  obtain  a  lower  rear  entrance.  One  motor  is  mounted 
forward  and  the  other  motor  is  mounted  behind  the 
front  axle.  Each  front  wheel  is  driven  by  one  motor 
through  an  intermediate  spur  gearing.    By  July,  1921, 


^ 

< 

I. 

■ 

1^ 

jj 

Double-Deck  Type  of  Trollet  Bus  Operated  by  Bradford 
City  Tramways 

some  eighteen  months'  experience  had  been  obtained 
through  the  trial  of  this  drive  on  an  old  bus.  It  has 
since  then  been  put  on  a  new  bus  carrying  two  23-hp. 
motors. 

As  at  Bradford,  the  original  Parliamentary  restric- 
tion against  double-deck  trolley  buses  has  stood  in  the 
way  of  their  earlier  use.  It  is  now  possible,  however, 
to  go  ahead  in  this  direction.  Leeds  is  doing  so  by 
designing  a  fifty-five-seat  vehicle.  Up  to  the  present 
time,  the  trolley  bus  routes  of  Leeds  have  not  served 
any  heavy  trafiic,  but  with  double-deckers  it  will  be 
feasible  to  replace  the  Whitehall  Road  trolley  car  route 
now  operated  with  thirty-seat  single-deck  cars.  At 
present,  the  trolley  bus  to  Famley  makes  use  of  this 
trackway  for  about  0.75  miles  from  the  city  center. 
When  the  track  in  this  densely-traveled  section  is  re- 
moved or  covered  over  with  3  in.  of  tar  macadam  it 
will  be  feasible  to  install  a  trolley  bus  turnback  to  take 
care  of  the  short-haul  traffic  now  handled  by  the  trolley 
cars.  The  corporation  also  intends  to  build  a  trolley 
bus  route  to  serve  the  Morley  football  grounds,  using 
high  capacity  buses. 

On  that  part  of  the  line  where  operation  is  over  the 
trackway  the  negative  trolley  of  the  buses  is  put  out 
of  action.  The  buses  take  power  from  the  positive  wire 
and  use  a  skate  hinged  at  the  rear  of  the  bus  to  complete 
the  circuit.  By  means  of  the  hinge  the  skate  can  be 
raised  or  lowered  to  make  the  necessary  rail  contact. 

The  original  Leeds  bus  bodies  as  purchased  were  of 
the  front  entrance  and  exit  type.  The  home-built  bodies 
introduced  about  1914  have  service  doors  at  both  front 
and  rear.  The  twenty-eight-seat  body  and  chassis 
weighs  approximately  10,000  lb.  The  maximum  speed 
of  these  vehicles  is  15  m.p.h.  and  a  schedule  speed  of 
8  m.p.h.  is  maintained.  There  is  no  regulated  number 
of  stops  per  mile.  This  is  impossible  considering  the 
nature  of  much  of  the  districts  served.     As  headways 


vary  from  twenty  to  thirty  minutes,  it  is  clear  that  a 
higher  schedule  speed  would  simply  mean  longer  lay- 
overs. 

Somewhat  Lower  Operating  Costs  at  Leeds 

It  has  been  shown  that  the  Bradford  operating  ex- 
penses were  41.2  cents  for  the  fiscal  year  ended  March 
31,  1921.  The  Leeds  cost  is  on  a  similar  basis  for  the 
same  year  and  is  28.5  cents.  A  comparison  of  the  items 
charged  against  trolley  bus  operation  in  each  case  is 
presented  in  Table  III. 

The  chief  differences  between  the  Bradford  and 
Leeds  accounting  lies  in  the  fact  that  certain  general 
items  at  Leeds  have  not  been  prorated  apparently 
against  the  trolley  bus,  possibly  because  the  Leeds 
trolley  bus  mileage  was  but  195,401  against  9,981.473 
car-miles,  whereas  Bradford  ran  387,543  trolley  bus- 
miles  against  5,959,861  car-miles.  The  sum  of  the 
items  termed  "superintendence,"  "wages  of  other  traf- 
fic employees,"  "salaries  of  general  officers  and  staff," 
"stores  expenses,"  "printing  and  stationery"  and  "fuel, 
light  and  water  for  offices"  shown  in  the  rail  car  column 
amounts  to  0.912d.  or  1.8  cents.  Adding  this  to  the 
total  cost  of  28.5  cents  (14.25d.)  would  make  the 
Leeds  operating  cost  come  to  30.3  cents  as  against 
41.2  cents  shown  for  Bradford. 

Examination  of  the  Leeds  figures  in  detail  showa 
there  the  principal  factors  for  this  difference  of  10.9^ 
cents  per  bus-mile  lie.  Leeds  "wages  of  motormen  and 
conductors"  were  but  9  cents  (4.505d.)  against  Brad- 
ford's 14.2  cents  (7.106d.)  charge.  This  is  accounted 
for  in  part  by  the  fact  that  the  Leeds  buses  are  served 
by  a  man  and  boy  instead  of  by  two  men  at  full  pay. 
Table  III  also  shows  that  platform  expense  on  Leeds  rail 
cars  was  11.8  cents  (5.9d.)  while  that  on  the  buses  was 
but  9  cents  (4.505d.) . 

Power  expense  in  Bradford  was  3.64  cents   (1.82d.) 

TABLE  III— VARIATIONS  IN  RAIL  AND  TROLLEY  BUS  OPERATING 
COSTS  AT  LEEDS  IN  PENCE  PER  VEHICLE-MILE—  • 
YEAR  ENDING  MARCH  31,   1921 
Traffic  Expenses  „ 

Trolley  Bus        Rail  Car 

Superintendence None  ?  iSn 

Wages  motormen  and  conductors 4 .  505  5 .  900 

Wages  of  other  traffic  employees None  " '  a$1 

Cleaning  and  oiling  vehicles 0. 828  1 .  046 

Cleaning,  salting  and  sandingtrack None  "■sxi 

Fuel,  light  and  water  for  depots 0. 197  ''•9;? 

Ticket  check 0.087  0.448 

Uniforms  and  badges 0. 175  S' iit 

Licenses  (miscellaneous) 0. 147  0. 143 

Total  traffic  eipenses 5.939  8.581 

General  Repairs  and  Maintenance 

Road  maintenance  (permanent  way,  track,  etc.) 0.161  1.  286 

Electrical  equipments  of  line 0.086  2  .!i 

BuUdingB  and  fixtures 0.024  0.II7 

Workshop  tools  and  sundry  plant "•55?  ?'  iii 

Vehicles  (including  bus  tires) 6. 227  2 . 839 

Miscellaneous O.Ool  

Total  maintenance 6.621  4.628 

General  Expenses 

Salaries  of  general  officers  and  staff None  J-  H? 

Store  expenses , None  ?!;?, 

Rents None  0.012 

Rates  and  taxes 0.303  1 .029 

Printing  and  stationeiy None  XX" 

Fuel,  light  and  water  for  offices _ None  Si?? 

.Occident  insurance  and  compensations,  other  insurance . .  0.556  ?-^iS 

MisceUaneous 0.012  0.199 

Total  general  expenses n'S^i  f'T^a 

Power  expenses 0 .  822  *  ■  '  ^9 

Total  working  expense 14.253  17.046 

as  against  only  1.64  cents  (0.822d.)  in  Leeds  due  to 
the  lower  cost  per  kilowatt-hour  and  less  energy  con- 
sumption. Leeds  figures  show  0.77  kw.-hr.  per  bus-mile 
as  against  Bradford's  1.2  kw.-hr.  per  bus-mile.  A 
pertinent  reason  for  Bradford's  higher  energy  con- 
sumption is  that  while  the  Leeds  buses  in  1921  aver- 


November  12,  1921 


Electric    Railway    Journal 


863 


aged  but  five  and  one-half  passengers  per  bus-mile,  the 
Bradford  buses  average  nine  passengers  per  bus-mile 
with  more  than  95  per  cent  of  the  mileage  made  with 
but  twenty-eight-seat  buses. 

The  1921  Leeds  cost  for  "general  repairs  and  main- 
tenance of  buses"  was  12.4  cents  (6.227d.)  per  bus-mile. 
This  is  almost  the  same  as  Bradford  with  13.4  cents 
(6.718d.),  including  guaranteed  solid  tire  cost  of  1.5 
cents  per  mile.  These  figures  do  not  include  auxiliary 
shop  charges.  They  are  of  the  highest  significance  in 
view  of  the  belief  that  American  trolley  buses  of  like 
capacity  and  weight  would  cost  only  4  cents  per  mile 
(J.  C.  Thirlwall  in  article  noted)  or  5  cents  (K.  F.  Sim- 
mon, Electric  Railway  Journal,  Sept.  10,  1921).  Mr. 
Stocks'  average  figure  of  6.5  cents  (Electric  Railway 
Journal,  Sept.  24,  1921)  is  more  in  line  with  what  may 
be  expected  eventually.  It  may  be  added  that  in  1921 
Leeds  set  aside  2.89  cents  (1.44d.)  for  a  redemption 
fund  based  upon  a  bus  life  of  ten  years,  compared  with 
Mr.  Thirlwall's  figure  of  3.7  cents  and  Mr.  Stocks' 
weighted  average  figure  of  2.118  cents.  The  best  way 
will  be  to  take  trolley  bus  upkeep  and  bus  depreciation 
together,  because  it  is  very  hard  to  draw  the  line 
between  maintenance  and  replacement.    We  then  have: 

Cents 

Leeds,  1 92 1 1 5 .  29 

Stocks 9.70 

Thirlwall 7.7 

These  figures  would  indicate  that  we  cannot  be  cer- 
tain that  the  American  trolley  bus  will  cost  as  little  as 
anticipated  simply  because  it  is  a  blend  of  known  car 
and  known  bus-chassis  costs.  British  trolley  bus  opera- 
tors are  still  experimenting  with  forms  of  collectors 
and  types  of  drive  despite  the  experience  and  careful 
study  of  a  decade.  Parenthetically,  it  may  be  remarked 
that  much  of  the  same  optimism  as  to  costs  also  appears 
in  many  gasoline  bus  estimates. 

It  is  not  without  interest  to  say  tVt  while  Leeds 
buses  which  average  twenty-eight  seats,  cost  12.4  cents 


Long   Type    Shoe 


Details  of  Wilkinson  Skid  Trolley  Shob  as  Used  bt 
Bradford  Thollet  Buses 

per  mile  for  upkeep,  the  considerably  older  Leeds  cars, 
which  average  fifty-six  seats,  cost  but  5.66  cents 
(2.83d.)  per  mile  for  upkeep.  On  a  basis  of  equivalent 
seating  capacity,  i.e.,  two  buses  for  one  car,  the  aston- 
ishing ratio  of  24.8  cents  against  5.66  cents,  almost  four 
and  a  half  times  as  much  per  seat,  would  be  obtained. 


Kind  of  Trolley  Base  Used  Can  Be 
Seen  in  This  View,  Also  Arrange- 
ment of  Control 


Automatic  Control  for  Rail-Iess  Cars 

Foot   Control    with   Three   Running    Speeds   Perfected   by 

the    Cutler-Hammer    Company — It    Operates    on    the 

Current-Limit  Principle  with  a   By-Pass   Button 

for  Emergency  Acceleration 

IN  THE  article  which  appeared  in  the  Electric  Rail- 
way Journal  for  Oct.  1,  1921,  the  rail-less  car  re- 
cently developed  by  the  J.  G.  Brill  Company  was  de- 
scribed, although  very  little  was  said  about  the  control, 
except  that  it  consisted  of  the  relay  contact  system. 

This  type  of  control, 
which  was  designed 
by  the  Cutler-Ham- 
mer Company,  is  op- 
erated by  a  foot 
master  controller  lo- 
cated on  the  floor  in 
front  of.  the  driver's 
seat  and  interlocjted 
with  a  reversing 
switch.  In  previops 
designs  of  the  j-ail- 
less  trolley  made  by 
other  manufactur- 
ers, Jt  was  consM- 
ered  necessary  to  use 
only  the  plain  man- 
ually operated  drum 
controller,  which  was 
mounted  on  the  car 
floor  and  operated 
by  a  system  of  rods  and  toggle  joints.  Actual  experi- 
ence, however,  with  this  form  of  construction  resulted 
in  the  conclusion  that  due  to  the  wear  of  the  various 
joints,  it  was  impossible  for  the  operator  to  correctly 
"feel"  the  various  positions  of  the  control.  It  was  de- 
cided, therefore,  to  go  to  the  complete  automatic  con- 
trol for  the  Brill  rail-less  bus. 

This  control  is  of  the  selective  series  relay  or  current 
limit  acceleration  type,  which  means  that  the  motor 
would  always  be  accelerated  with  a  constant  current 
regardless  of  the  load.  The  control  is  designed  so  that 
the  operator  has  available  three  separate  running  speeds. 
The  equipment  furnished  consists  of  a  foot-operated 
inclosed  master  switch  mounted  on  the  floor  to  the  left 
of  the  steering  wheel  with  a  release  operated  by  a  spring 
which  returns  the  switch  to  the  off  position  operated. 
It  is  mechanically  interlocked  with  the  reversing  switch, 
which  is  mounted  underneath  the  car  and  operated  by  a 
projecting  handle  so  designed  that  the  handle  cannot  be 
removed  unless  the  reversing  switch  is  in  the  neutral 
or  off  position,  thus  providing  complete  safety.  The 
magnetic  contactor  panel  shown  in  the  accompanying" 
illustration  is  inclosed  in  a  waterproof  case,  mounted 
underneath  the  car.  A  set  of  grid  resistors  mounted  in 
open  frames  underneath  the  car  was  also  furnished  by 
the  Cutler-Hammer  Company. 

As  noted  from  the  photograph  reproduced,  the  con.- 
tactor  panel  consists  of  an  asbestos  lumber  board  of 
proper  strength  and  moisture  resisting  quality  which 
supports  a  row  of  six  magnetic  contactors  each  pro- 
vided with  railway  type  of  magnetic  blowout. .  Two  of 
the  contactors  handle  the  main-line  current  completely, 
disconnecting  it  in  the  off  position.  The  remaining  four 
contactors  are  used  for  current  limit  acceleration  as 
previously  described.  To  prevent  any  possibility  of  the 
contactors  closing  in  any  but  the  proper  sequence  due 


864 


Electric    Railway    Journal 


Vol.  58,  No.  20 


to  irregularity  of  the  roads,  neutralizing  springs  were 
provided  on  each  contactor,  together  with  a  progressive 
electrical  interlock.  The  contactors  consist  of  a  pressed 
steel  frame  and  of  an  impregnated  shunt  coil  of  the 
continuous  duty  type.  Main  contacts  are  easily  renew- 
able. The  switch,  which  is  designed  with  very  light 
weight,  is  speedy  in  operation. 

In  order  to  provide  sufficient  torque  for  insuring  com- 
plete acceleration  of  the  motor,  a  bypass  push  button  is 
mounted  on  the  car  directly  in  front  of  the  operator. 
Its  purpose  is  to  bring  in  the  initial  acceleration  switch 
in  case  extra  torque  is  required  for  climbing  a  steep 


The  Contactor  Panel  Is  Mounted  in  an  Accessible  Position  on 
THE  Underside  of  the  Body 

grade.  The  accelerating  period  is  based  on  a  rate  of  from 
IJ  to  2  m.p.h.p.s.  on  an  average  level  pavement.  To  se- 
cure this  it  is  only  necessary  for  the  operator  to  press 
the  pedal  all  the  way  down  whenever  he  wishes  to  start 
the  vehicle,  while  it  is  possible  quickly  to  avoid  danger 
of  collision  in  any  traffic  jam  by  resorting  to  the  bypass 
button,  which  makes  available  the  emergency  torque  of 
the  motor.  Its  use,  of  course,  is  not  required  for  aver- 
age running  conditions  on  an  ordinary  grade. 

The  automatic  control  just  described  was  installed  on 
the  Brill  trolley  bus  in  connection  with  the  G.E.-258-D 
commutating  pole,  railway-type  of  motor,  rated  at  25  hp, 
at  600  volts  for  continuous  operation  with  a  65-deg.  C. 
rise.  The  ultimate  control  selected  for  this  type  of 
work  must  be'  as  simple  as  possible  and  require  the  least 
amount  of  space  in  the  cab  about  the  operator.  It  must 
be  consistently  light  in  weight  and  mounted  where  con- 
venient for  regular  inspection  of  the  master  contactor 
panel  to  take  place. 

100  per  Cent  One^Man  Operation  Successful 

SINCE  Sept.  27,  1920,  all  cars  of  the  Cedar  Rapids 
and  Marion  City  Railway  used  in  city  service  in 
Cedar  Rapids,  Iowa,  have  been  operated  with  one  man. 
This  includes  thirteen  safety  cars  which  are  standard 
except  for  separate  entrance  and  exit  doors  and  ten 
double-truck  cars.  The  latter  are  equipped  with  24-in. 
wheels  and  four  baby  motors  and  air-operated  doors, 
but  no  safety  devices.  They  seat  forty-four  passengers 
and  weigh  22,000  lb.  A  check  of  the  service  secretly 
made  by  the  city  after  one-man  operation  of  all  cars 
was  introduced  and  comparing  the  service  then  with 
what-  it  had  been  under  two-man  operation  of  the 
double-truck  cars  showed  that  during  the  period  of  the 


check  99  per  cent  of  all  cars  were  operated  'on  time, 
which  was  12  per  cent  better  than  the  record  made  the 
year  before  with  two-man  operation. 

E.  C.  Allen,  general  manager,  states  also  that  the 
number  of  accidents  shows  a  reduction  of  57  per  cent 
as  compared  to  two-man  operation,  there  having  been 
no  platform  boarding  and  alighting  accidents  since  one- 
man  operation  was  begun.  While  the  change  to  one- 
man  operation,  accompanied  by  a  reduction  in  wages 
from  60  cents  to  50  cents  an  hour  maximum,  started 
off  with  a  three-day  strike,  the  trainmen  now  like  the 
one-man  operation  better  than  the  old  plan,  according 
to  statements  made  by  them,  including  the  president 
of  the  local  union. 

The  population  of  Cedar  Rapids  is  47,000  and  the 
rate  of  fare  is  7  cents  cash  with  four  tickets  for  25 
cents.  A  headway  of  fifteen  minutes  is  maintained  on 
all  lines  throughout  the  eighteen  hours.  In  the  central 
part  of  the  city  the  operation  of  various  lines  over  the 
same  tracks  makes  headways  of  seven,  five  and  3.5 
minutes.  The  daily  average  number  of  passengers  car- 
ried is  20,000  and  the  average  system  speed  is  8.5  m.p.h. 


Road  Test  on  Long  Bus  Run 

THE  statistics  given  below  are  from  a  run  made  last 
month  from  New  York  to  Aberdeen,  Maryland,  by 
an  International-Mack  motor  bus  E-25  AB  type,  equipped 
with  LM  shock  insulators.  The  distance  covered 
in  the  round  trip  was  352  miles,  as  measured  by  hubo- 


Item  Unit 

Mileage  run Miles 

Average  distance  between  Btope Miles 

Elapsed  time  for  round  trip Days 

Actual  time  on  road Hours-minutes 

Running  time Hours-minutes 

Standing  time  en  route Hours-minutes 

Average  schedule  speed M.p.h. 

Average  running  speed M.p.h. 

Maximum  average  speed  between  stops. . .  M.p.h. 

Maximum  speed  under  power M.p.h. 

Maximum  speed  coasting M.p.h. 

Miles  per  gallon  of  gasoline Miles 


dometers,  and  the  bus  carried  twenty-three  passengers 
on  the  outgoing  trip  and  ten  passengers  on  the  return 
trip.  The  figures  are  of  interest  to  show  performance 
for  a  run  of  this  kind. 


Total 

Per  Day 

352 

117 

32 

3 

21:25 

7:08 

18:33 

6:11 

2:52 

0:57 

16,4 

19.0 

28.0 

33.0 

42.0 

6.4 

Electrical  Transmission  Vs.  Coal  By  Rail 

HW.  SMITH  in  the  September  issue  of  the  Electric 
•  Journal  has  written  an  interesting  article  on  the 
relative  economics  of  transmitting  electrical  energy  on 
high-tension  lines  versus  the  shipment  of  coal  by  rail. 
As  an  example,  a  double-circuit  tower  line  90  miles 
long  with  500,000  circ.mil  conductors  was  used  for 
voltages  of  110,000,  132,000,  154,000  and  220,000.  The 
cost  of  all  lines,  substations  and  buildings  was  figured 
on  present-day  costs  and  a  spare  line  and  transformer 
were  included.  The  cost  was  worked  out  on  a  basis  of 
50  per  cent  and  100  per  cent  "use"  factor.  Use  factor 
means  that  for  any  given  demand  the  losses  are  taken 
for  the  percentage  of  the  total  time  this  demand  is  on 
the  system.  Fixed  charges  on  the  lines  were  taken  at 
12  per  cent  and  at  14  per  cent  on  power  plants  and  sub- 
stations. At  50  per  cent  use  factor  for  demands  per  line 
varying  from  80,000  to  300,000  kw.  the  cost  of  trans- 
mission will  vary  from  but  0.22  to  0.18  cent  per  kilo- 
watt-hour and  for  100  per  cent  use  factor  from  0.14  to 
0.12  cent  per  kilowatt-hour  With  a  modern  plant  burn- 
ing 1.5  lb.  of  coal  per  kilowatt-hour  and  with  a  $2  per 
ton  freight  rate  the  cost  of  rail  shipment  is  0.15  cent. 


November  12,  1921 


Electric    Railway    Journal 


ft6t> 


Dixie  Terminal  Opened 

The  New  Terminal  in  Cincinnati,  Ohio,  Provides  Facilities 

for  165  Cars  per  Hour,  Which  Enter  the  Building 

on  Two  Levels 

THE  Dixie  Terminal  Building,  Cincinnati,  Ohio,  was 
opened  for  service  on  Oct.  22.  Its  use  provides 
terminal  facilities  for  all  cars  of  the  South  Covington 
&  Cincinnati  Street  Railway  entering  and  leaving  Cin- 
cinnati. The  handsome  building  is  the  last  word  in 
terminal  construction.  When  fully  completed  the  ter- 
minal, which  cost  approximately  $4,000,000,  will  remove 


cars,  but  instead  of  proceeding  over  the  Suspension 
Bridge  they  travel  east  on  Third  Street  to  Broadway 
and  across  the  Central  Bridge  to  Newport,  Ky.  Seven 
of  the  double-truck  cars  or  nine  of  the  old  style  cars 
can  enter  and  leave  the  terminal  at  one  time.  There 
are  two  large  entrances  at  the  terminal  proper.  The 
interior  is  arranged  in  such  a  manner  that  congestion 
is  almost  impossible.  Turnstiles  are  installed  at  the 
extreme  northern  end  of  the  terminal  and  passengers 
pay  their  fares  at  the  turnstiles  before  reaching  the 
loop  where  they  board  the  cars.  The  turnstiles  are 
capable  of  passing  12,000  passengers  an  hour.     When 


all  Green  Line  cars  from  surface  lines  in  the  heart  of 
the  city  and  will  expedite  trans-river  transportation 
greatly.  A  total  of  165  cars  an  hour  will  discharge  and 
take  on  passengers  at  the  terminal  during  the  rush 
periods. 

The  terminal  is  divided  into  two  concourses,  one  for 
the  Kenton  County  cars  of  the  South  Covington  & 
Cincinnati  Street  Railway  and  the  other  for  the  Camp- 
bell County  trolleys.  The  Kenton  County  cars  go  into 
the  terminal  one  story  above  the  street  level,  on 
approaches  built  from  the  Suspension  Bridge  which  con- 
nects Cincinnati  with  Covington.  Campbell  County  cars 
run  into  the  building  from  the  street  level.  The  incom- 
ing cars  run  in  as  far  as  the  loop,  discharge  their 
passengers,  pull  around  the  circle,  take  on  passengers 
and  continue  on  their  routes. 

This  same  method  is  used  by  the  Campbell  County 


No.   2.    The  suspension  bridge  is  linlced  up 
with  the  new  building. 

No.   3.    Sectional  perspective  view  of  Dixie 
Terminal  Buildings. 


the  rush   is  the  greatest  extra  turn- 
stiles will  be  installed. 

The  plan  provides  that  all  passengers 
alight  in  the  south  part  of  the  termi- 
nal building,  follow  a  pathway  into 
the  main  building  and  choose  their 
exit  either  through  the  Walnut  Street 
door  or  through  the  concourse,  south 
stairway  and  arcade.  Car  patrons 
southbound  use  the  main  entrance 
and  descend  the  north  stairway. 
The  building  was  designed  by  Garber  &  Woodward, 
architects,  while  the  construction  work  was  supervised 
by  the  Ohio  Building  &  Construction  Company.  All 
interior  trimmings  are  of  metal.  The  general  illumina- 
tion of  the  arcade  which  leads  from  the  main  build- 
ing to  the  entrance  of  the  terminal  is  by  indirect 
lighting,  the  fixtures  being  invisible. 

The  floors  and  wainscoting  of  the  main  building  are 
finished  in  Botteine  marble.  The  ceiling  in  the  arcade 
is  painted  and  when  the  lights  are  on  it  has  a  typical 
Italian  effect.  A  restaurant,  newstand  and  cigar  shop 
are  located  in  the  entrance  leading  to  the  concourses. 
Mere  than  5,000  persons,  including  the  prominent  men 
of  the  city  and  the  mayors  of  all  of  the  surround- 
ing municipalities  whose  citizens  will  have  occasion  to 
use  the  terminal,  took  part  in  the  ceremonies  of-  dedi- 
cation. 


866 


Electric    Railway    Journal 


Vol.  58,  No.  20 


Are  the  Trolleys  the  Only  Practical 
System  of  Transportation? 

The  Motor  Bus,  with  Its  Lower  Annual  Investment  Charges 

of  $2,000  per  Mile  of  Route,  Is  Shown  to  Have  Many 

Advantages  Over  the  Trolley  Car 

By  Gardner  W.  Pearson 

Practising  Attorney  and  Patent  Lawyer  and  Former  Adjutant- 
General  of  the  Commonwealth  of  Massachusetts, 
1911-1914  and  1916-1917, 
Lowell,  Mass. 

Editors'  Note:  The  following  is  an  abstract  of  remarks 
made  at  the  hearing  of  the  Massachusetts  Department  of 
Public  Utilities  on  comparative  costs  of  transportation  by 
motor  bus  and  trolley  car,  Sept.  22,  1921,  and  reduced  to 
writing  by  Mr.  Pearson  for  the  sake  of  accuracy.  It  is 
presented  here  for  the  purpose  of  indicating  to  railway  men 
a  kind  of  thinking  and  opinion  which  is  held  by  many  edu- 
cated and  intelligent  persons  who  are  a  part  of  what  is 
vaguely  called  "the  public."  The  editors  of  this  paper, 
as  well  as  others  who  are  closer  students  of  the  trans- 
portation problem  than  Mr.  Pearson  apparently  is,  will  see 
errors  and  weaknesses  in  some  of  the  statements  and  argu- 
ments. The  article  does  show,  however,  that  there  are 
intelligent  people  devoting  thought  and  study  to  local  trans- 
portation problems,  and  that  there  is  a  sentiment  for  a 
denondable  unified  or  at  least  co-ordinated  transportation 
system. 

AT  THE  recent  hearing  before  the  Public  Utilities 
l\  Department  of  Massachusetts  on  the  cost  of  service 
rendered  by  motor  buses  and  by  electric  trolley  street 
cars  there  seemed  to  be  a  desire  on  the  part  of  certain 
electric  railway  advocates  to  cloud  the  issue  and  to  shout 
"jitney"  whenever  the  subject  of  motor  buses  was  men- 
tioned. 

That  class  of  irresponsible  jitneys  operated  by  inde- 
pendent unbonded  drivers  was  not  the  subject  of  the 
hearing,  but  it  was  a  discussion  of  the  safety,  comfort 
and  cost  of  operation  of  motor  buses  and  trolley  cars 
where  both  were  operated  by  a  responsible  company. 
The  trackless  trolley  had  no  part  in  the  discussion. 

When  we  talk  of  transportation  we  should  consider 
that  it  has  developed  from  pack  mules,  ox  teams,  stage 
coaches,  canalboats  and  horse  cars  through  street  cars 
run  by  cable,  by  storage  batteries  and  finally  from 
trolleys. 

Canals  were  an  effective  means  of  transportation 
until  the  faster  steam  railroads  came,  and  the  horse 
car  on  rails  was  more  effective  than  the  stage  coach 
drawn  over  the  poor  roads  of  the  '60s  and  '70s.  There 
was  a  time  when  the  trolley  car  was  in  general  the  best 
and  cheapest  method  of  transportation  obtainable,  but 
it  now  is  a  serious  question  whether  or  not  it  is  the  best 
for  all  classes  of  urban  transportation  on  the  public 
streets. 

When  we  talk  about  a  "natural  monopoly"  for  trans- 
portation, we  clearly  do  not  mean  for  all  kinds  of  modes 
of  transportation,  for  there  are  in  Massachusetts  alone 
200,000  privately  owned  automobiles  that  carry  probably 
one  million  people  daily. 

Motor  Bus  Vs.  Trolley  Car  Advantages 

There  are  some  comparisons  between  the  motor  bus 
and  the  trolley  car  running  on  rails  which  it  may  be  of 
interest  to  consider.  For  comfort,  the  bus  with  pneu- 
matic tires  running  on  any  kind  of  a  decent  street  is 
much  to  be  preferred  to  the  trolley  car  with  flat  wheels 
running  on  worn  out  and  poorly  aligned  tracks.  On 
some  lines  it  is  almost  impossible  to  read  a  newspaper 
because  the  cars  shake  so  badly.  Moreover,  the  buses 
are  much  quieter. 

For  safety,  it  must  be  remembered  that  the  bus  can 


not  only  stop  but  can  turn  out  to  avoid  a  collision,  where 
the  car  cannot.  A  bus  equipped  with  proper  brakes  and 
rubber-tired  wheels  can  stop  quicker  than  a  car  run- 
ning on  a  slippery  steel  rail.  The  bus  can  take  on  and 
let  off  passengers  at  the  sidewalk,  whereby  their  safety 
is  conserved.  Then,  too,  there  are  no  highly  charged 
trolley  wires  connected  with  the  operation  of  a  bus  that 
are  likely  to  fail  and  kill  passengers. 

In  regard  to  dependability  of  service,  the  develop- 
ment of  the  automobile  engine  to  its  present  high  state 
of  reliability  has  cut  down  to  a  minimum  delays  that 
were  once  of  common  occurrence.  We  also  hear  a  lot 
about  snow,  but  as  a  matter  of  fact  the  motor  bus  has 
demonstrated  that  it  can  be  operated  through  a  consider- 
able amount  of  snow  without  the  need  of  a  plow.  And 
besides,  when  travel  is  otherwise  impossible  it  would 
be  very  easy  to  utilize  caterpillar  tractors  of  the  tank 
type  to  pack  down  the  snow.  As  a  matter  of  fact,  there 
have  been  many  cases  where  snow  has  stopped  the  trol- 
ley cars  and  the  motor  buses  have  kept  on  running. 

It  is  also  apparent  that  a  single  trolley  car  can  block- 
ade a  dozen,  and  that  their  operation  is  not  as  elastic  as 
the  motor  bus,  which  can  move  around  any  blockade. 

What  Legislation  Has  Done  to  the  Trolleys 

In  the  past  the  Public  Service  Commission  and  the 
legislators  allowed  the  enactment  of  the  eight-hour- 
work-in-ten  law  to  go  into  effect  for  electric  cars.  The 
commission  also  insisted  that  the  roads  run  big  heavy 
two-man  cars  all  through  the  day,  whether  there  were 
any  passengers  or  not.  There  are  today  many  such  cars 
in  operation  which  were  purchased  at  the  time  when  the 
expert  of  the  Massachusetts  commission  insisted  that 
the  one-man  car  was  too  dangerous  to  be  allowed  to  be 
used  on  any  road. 

With  motor  bus  service,  operation  can  be  shifted  from 
small  one-man  buses  like  the  London  cabs  during  the 
dull  hours  to  larger  buses,  perhaps  with  trailers,  dur- 
ing the  peak  hours. 

In  regard  to  speed,  it  is  apparent  that  wherever  buses 
have  replaced  trolleys,  the  speed  has  about  doubled. 
The  reason  is  not  difficult  to  see.  A  bus  can  worm 
through  traffic  and  apparently  travel  faster  than  the 
average  trolley  car.  On  that  account  it  can  be  made 
smaller,  with  the  result  that  passenger  interchange  can 
be  accomplished  more  quickly. 

On  the  matter  of  expense,  the  state  regulation  did  not 
permit  sound  financing  or  did  not  insist  upon  it.  Very 
few  business  concerns  can  survive  unless  they  are  per- 
mitted to  have  a  surplus,  and  this  was  not  permitted  by 
our  state  regulation.  We  now  have  the  day  of  reckoning 
and  it  looks  as  if  the  old  rule  that  a  business  must  run 
at  a  profit  or  be  junked  would  apply  to  the  trolleys. 
-  As  a  matter  of  fact  there  seems  to  be  no  reason  why 
the  owners  of  trolley  securities  should  be  considered 
sacred.  When  any  other  business  fails  to  meet  expenses, 
it  quietly  goes  out  of  existence  and  those  who  have  in- 
vested their  money  in  it  are  the  losers.  There  seems  to 
be  no  reason  why  investors  should  not  lose  their  money 
if  street  railways  cannot  be  operated  at  a  profit. 

We  cannot  escape  the  fact  that  the  motor  bus  operated 
on  streets  and  roads  built  and  maintained  either  by 
municipalities  or  the  state  saves  a  first  cost  per  mile  of 
5530,000  at  least  for  tracks.  With  interest  at  5  per 
cent  and  depreciation  figured  at  2  per  cent,  this  means 
that  the  trolley  companies  have  an  expense  of  $2,000 
per  mile  of  track  per  year.  The  motor  bus  therefore 
has  the  advantage  of  at  least  $2,000  per  mile  of  route 


November  12,  1921 


Electric    Railway    Journal 


867 


per  year,  or  about  $5  per  day.  This  handicap  is  too 
great,  in  my  judgment,  for  the  trolleys  in  many  cases  to 
overcome.  It  may  be  a  fair  proposition  to  require  auto- 
mobiles and  auto  buses  to  pay  a  larger  tax  in  order  to 
maintain  the  roads,  but  that  is  looking  into  the  future 
and  is  not  the  existing  condition. 

The  present  Massachusetts  street  railway  law  is  based 
on  the  theory  that  fares  should  depend  on  "cost  of  serv- 
ice." This  means  that,  no  matter  how  recklessly  the 
roads  are  run,  the  public  must  pay  the  piper,  and  there 
is  no  incentive  except  the  fear  of  utter  bankruptcy  to 
hold  down  the  trustees  and  the  directors  of  street 
railways. 

Coupled  with  the  cost  of  service  regulation  is  a  pro- 
vision that  permits  the  trolley  roads  to  operate  motor 
auses,  but  they  have  not  done  so  to  any  extent  because, 
in  spite  of  the  apparent  saving  of  $5  per  mile  of  route 
per  day,  they  claim  that  such  motor  buses  cannot  be 
run  at  a  profit. 

It -is  my  belief,  and  it  appeared  to  be  the  belief  of 
the  last  Legislature,  that  the  Public  Service  Commis- 
sion should  cease  to  act  solely  as  judges  sitting  in  state 
to  hear  the  super-specialist  representing  only  the  side 
of  the  trolley  car,  but  should  go  out  and  investigate 
actual  transportation  conditions  in  all  its  phases  so  as 
to  present  unbiased  facts  to  the  Legislature. 

I  do  not  contend  that  electric  interurbans,  subways 
and  elevated  roads  or  improved  one-man  cars  should  be 
abolished,  and  I  submit  that  the  trolley  car  still  has  its 
uses,  particularly  on  private  rights-of-way,  but  I  insist 
the  motor  bus  should  be  given  a  fair  show. 

I  also  believe  that  the  trolley  car  experts  have  been 
blind  in  not  taking  up  any  and  all  auxiliary  methods 
of  transportation,  thereby  discouraging  competition. 
They,  as  well  as  the  Public  Service  Commission  and  the 
Legislature,  have  really  been  attempting  to  sweep  back 
the  tide  of  scientific  progress  instead  of  ^Sooking  to  find 
a  better  and  cheaper  means  of  transportation  for  dif- 
ferent traffic  conditions. 

We  can  get  nowhere  by  refusing  to  face  the  facts. 
To  my  mind  the  Ford  car  and  good  roads  have  been  the 
real  street  railway  competitor.  The  public  now  demands 
better  and  faster  service  and  intelligent  time-tables. 
What  is  needed,  it  seems  to  me,  is  a  Commissioner  of 
Transportation,  who,  with  broad  views  and  powers,  will 
consider  not  only  one  method  of  transportation  but  all. 
His  functions  should  be  constructive,  not  obstructive 
or  destructive. 

Even  the  head  of  the  Massachusetts  Highway  Com- 
mission insists  that  the  steam  railroads  cannot  com- 
pete with  auto  trucks  in  handling  freight  on  less  than 
fifty-mile  hauls  as  the  truck  saves  rehandling  and  does 
not  require  freight  terminals.    I  believe  he  is  right. 

Perhaps  it  is  not  yet  too  late  for  the  urban  trolleys 
to  come  back,  if  guided  by  the  actual  transportation 
situation  as  could  be  developed  through  a  State  Com- 
missioner of  Transportation  who  would  consider  not 
only  finances,  but  fares  and  wages,  as  applied  to  the 
latest  scientific  developments  in  motors  and  types  of 
coaches. 

With  some  such  central  authority  to  assign  certain 
territory  to  each  transportation  system  or  corporation 
ruinous  competition  would  be  eliminated.  We  would 
then  have  a  co-ordinated  system  of  transport  which 
would  not  permit  motor  bus  and  trolley  car  competition 
between  the  same  terminals,  but  which  would  allow 
the  trolley  to  tap  one  territory  and  the  motor  bus 
to  tap  another. 


Toronto  Railway  Puts  on  Buses 

Four  Types    of    Vehicles    to    Be    Used — At    Present  Four* 

American-Built  Double  Deckers  Are  in  Service — 

The  Others  Are  on  the  Way 

THE  Toronto  Transportation  Commission  has  es- 
tablished a  motor  bus  route  along  Humberside 
Avenue  from  Dundas  Street  west  to  Quebec  Avenue, 
then  along  Annette  Street  to  Runnymede  Road,  in 
West  Toronto,  a  distance  of  1.36  miles.  This  route 
provides  a  means  of  transport  to  a  thickly  populated  sec- 
tion, north  of  Bloor  Street,  hitherto  without  any  system 
of  transit,  connecting  with  existing  trolley  lines.  The 
fare  for  a  ride  is  7  cents,  with  free  transfers  to  and  from 
connecting  cars,  and  to  date  the  service  has  met  with 
general  popular  approval.  The  average  number  of  pas- 
sengers carried  now  approximates  6,000  per  day,  of 
which  about  550  are  local  riders,  who  do  not  transfer 
to  the  trolleys.    Standees  are  not  permitted. 

The  service  maintained  calls  for  a  five-minute  head- 
way during  the  morning  rush  hours,  a  ten-minute  head- 
way from  9  a.m.  to  4 :  30  p.m.  and  a  five-minute  headway 
again  during  the  evening  rush  hour,  tapering  off  to  a 


Four  Fifty-one-Seat  Double-Deckers.  Bitii.t  by  the   ■•'ikth 
Avenue  Coach  Company,  Are  Already  in  Service 

ten-minute  headway  later  in  the  evening.  On  Saturday, 
the  five-minute  headway  commences  at  1  p.m. 

Already  real  estate  values  in  the  territory  served  have 
increased  10  per  cent  and  the  storekeepers  at  the  junc- 
tion with  the  trolley  cars  report  an  increase  in  daily 
receipts  of  15  per  cent  or  more.  Two  even  go  so  far  as 
to  say  they  have  had  a  20  per  cent  gain. 

The  scheduled  time  for  a  one-way  trip  is  ten  minutes. 
This  permits  a  one-minute  layover  at  the  end  of  each 
half  trip  and  allows  nine  minutes  to  make  the  run  of 
1.36  miles.  The  average  schedule  speed  works  out  8.16 
m.p.h.  The  runs  are  based  on  eight  hours  per  day  and 
the  men  are  paid  the  same  sliding  scale  of  hourly  rates 
as  the  platform  men  on  the  trolley  cars.  Time  and  a 
quarter  is  paid  for  overtime  on  weekdays  and  time  and 
a  half  for  work  on  Sundays  and  holidays. 

It  took  but  four  days  to  break  in  the  drivers  because 
one  of  the  requirements  of  employment  was  experience 
in  driving  trucks.  Three  experienced  repairmen  who 
passed  the  drivers'  test  and  for  whom  there  was  no 
place  were  given  jobs  as  shop  men.  One  is  always  on 
duty,  each  working  eight  hours.     They  make  repairs, 


868 


Electric    Railway    Journal 


Vol.  58,  No.  20 


answer  road  calls,  make  general  inspection  and  keep  the 
buses  clean.  This  also  put  an  experienced  driver  in  the 
garage  at  all  times  in  case  some  one  "missed"  or  had 
an  incapacitating  accident.  All  conductors  were  taken 
from  the  regular  force  of  men  used  on  the  cars. 

The  buses  are  housed  in  the  Dundas  carhouse  on 
Ritchie  Street,  between  Dundas  and  Roncelalles  Street. 
Here  tentative  facilities  are  maintained  for  taking  care 
of  the  buses.  A  new  garage  which  is  being  built  along- 
side this  carhouse  is  now  almost  completed. 

The  vehicles  are  painted  sagamore  red  for  three 
reasons.  This  color,  it  is  claimed,  has  a  higher  visi- 
bility ;  it  also  gives  both  employees  and  riders  an  incen- 
tive to  keep  the  paint  on  the  vehicle  in  better  condition 
and  also  causes  a  decrease  in  the  number  of  accidents 
due  to  greater  care  being  exercised  by  others. 

Four  different  types  of  buses  will  ultimately  be  used 
by  the  Toronto  Commission.  Four  Type  L  double- 
deck  fifty-one-passenger  buses  have  been  received  from 
the  Fifth  Avenue  Coach  Company,  New  York,  and  these 
are  now  in  service.  One  bus  has  also  been  contracted 
for  from  each  of  the  following  builders,  the  Leland  Com- 
pany and  the  Associated  Equipment  Company,  two  Eng- 
lish concerns,  as  well  as  one  from  the  Eastern  Canada 
Motor  Company,  Hull,  Que.  The  buses  will  all  be  double 
deckers,  although  the  general  design  is  likely  to  vary 
to  the  extent  that  each  individual  manufacturer  has  his 
own  specifications. 

The  four  type  L  buses  ordered  from  the  Fifth  Avenue 
Coach  Company  have  the  following  general  dimensions: 


Height  over  all   (unloaded) 10  ft.    5  In. 

I^engrth  over  all 24  ft.    3  in. 

Width  over  all 7  ft.    6  in. 

Wheel  base   (175  in. ) 14  ft.    7  in. 

Wheel  treads,  front   (663  in.) 5  ft.  63  in. 

Wheel  treads,  rear   (72  in.) 6  ft.    0  In. 

Seating  capacity,  inside  passengers 22 

Seating  capacity,  outside    (passengers) 29 

Size  of  solid  tires 36x5 


Status  of  Employees  on  Strike 

The  Question  Involved  Is  Whether  or  Not  the  Relation  of 

Employer  and  Employee   Is  Fully  Terminated  by  a 

Strike  or  Lockout 

THE  question  of  the  status  of  employees  who  have 
left  service  collectively  for  the  purpose  of  securing 
better  conditions  of  employment  is  one  on  which  varying 
opinions  have  been  expressed.  Strictly  speaking,  strikers 
have  severed  their  employment  relation,  whether  it  was 
under  contract  for  a  fixed  period  or  terminable  at  will. 
However,  in  a  number  of  cases  the  courts  have  recog- 
nized a  middle  status  effective  within  certain  limits, 
giving  striking  employees  a  position  differing  from  both 
those  in  employment  and  the  public  at  large. 

The  subject  is  discussed  at  length  in  the  September 
issue  of  the  bulletin  published  by  the  Bureau  of  Labor 
Statistics  in  Washington.  In  this  bulletin  the  status 
mentioned  is  described  as  follows:  "The  relationship  is 
an  anomalous  one,  yet  distinctive,  and  of  such  nature  as 
to  secure  to  the  parties  certain  correlative  rights  under 
which  acts  may  be  performed  that  would  assume  a  dif- 
ferent aspect  if  done  by  absolute  strangers  or  in  differ- 
ent circumstances."  Thus  organizers  from  the  outside 
may  be  enjoined  from  interfering  with  labor  conditions, 
being  in  no  wise  agents  of  "employees,"  as  was  held  in 
a  case  before  the  Supreme  Court  of  the  United  States. 
But  former  employees  in  association  with  others  have 
been  held  to  retain  such  an  interest  in  the  affairs  of 
their  former  employer  as  to  make  it  lawful  for  them  to 
picket  and   persuade   in   a   peaceable   manner,   though 


incidentally  interfering  with  the  employer's  free  and 
unrestrained  control  of  his  business.  This  is  on  the 
ground  that  though  strikers  are  not  on  the  payroll  of 
the  employer,  and  so  are  not  actual  employees,  the  rela- 
tion of  employer  and  employee  is  not  fully  terminated  by 
either  a  strike  or  a  lockout.  However,  where  a  strike 
has  failed  and  the  employer  refuses  to  recognize  former 
employees,  their  places  having  been  filled  and  normal 
production  continuing,  the  temporary  anomalous  condi- 
tion is  held  to  have  terminated,  and  striking  employees 
can  not  be  regarded  as  any  further  interested,  and  what- 
ever rights  to  be  recognized  they  may  have  had  at  one 
time  are  extinguished. 

This  principle  is  applied  in  a  recent  case  (In  re  Divi- 
sion 132  of  Amalgamated  Association  of  Street  and  Elec- 
tric Railway  Employees  of  America,  188  N.  Y.  Supp., 
353)  which  was  decided  by  the  Appellate  Division  of  the 
New  York  Supreme  Court,  May  17,  1921.  It  involved 
the  construction  of  a  contract  between  the  labor  union 
named  and  the  United  Traction  Company,  Troy,  N.  Y. 
The  contract  contained  provisions  to  the  effect  that  the 
company  would  "through  its  properly  accredited  officers 
treat  with  the  properly  accredited  officers  and  commit- 
tees of  the  association  on  all  grievances  that  may  arise." 
The  agreement  was  to  continue  in  force  for  one  year 
ending  June  30,  1921.  A  supplemental  agreement  pro- 
vided for  an  increase  in  wages  to  continue  during  this 
year  on  condition  that  the  company  be  granted  per- 
mission to  charge  increased  fares  on  or  before  Nov.  1, 
1920.  This  permission  was  not  granted,  and  the  in- 
crease was  withdrawn  in  accordance  with  the  terms  of 
the  contract.  However,  the  members  of  the  employees' 
union  protested  this  action,  which  was  announced  on 
Jan.  22,  1921,  and  on  the  twenty-eighth  of  that  month, 
when  the  change  was  to  be  made,  the  employee  members 
of  the  association  walked  out,  "leaving  the  traction  com- 
pany incapable  of  immediate  performance  of  its  obliga- 
tions to  the  public." 

There  was  an  agreement  to  arbitrate  controversies 
arising  as  to  the  rate  of  wages  within  thirty  days  prior 
to  the  expiration  of  the  agreement.  Obviously  this  was 
a  limited  agreement  as  to  arbitration,  but  the  employees 
demanded  that  their  protests  against  the  reduction  of 
wages  be  referred  to  arbitrators.  The  court  held  that 
in  leaving  employment  as  they  had  on  Jan.  28  "they  com- 
mitted a  breach  of  contract,  and  if  there  had  been  a  valid 
agreement  for  the  arbitration  of  all  controversies  they 
would  have  relieved  the  traction  company  of  the  obliga- 
tion to  perform."  The  court  pointed  out  further  that  in 
view  of  the  limitation  upon  the  subject  matter  of  the 
agreement  there  was  no  obligation  on  the  part  of  the 
employer  to  submit  the  question  arising  in  January  to 
arbitrators  supposed  to  function  only  on  questions  aris- 
ing in  June  following.  "The  election  on  the  part  of  the 
employees  to  abandon  their  employment  in  disregard  of 
the  contract  made  in  their  behalf  by  the  petitioners  (the 
labor  union)  could  not  impose  an  obligation  which  was 
not  provided  in  the  contract.  .  .  .  The  former  em- 
ployees have  no  ground  for  complaint,  because  they 
are  no  longer  employees,  and  because  the  time  fixed  by 
the  contract  for  its  operation  in  any  event  has  not  yet 
arrived." 

In  view  of  these  conclusions  the  order  issued  by  the 
Supreme  Court  in  special  term  directing  the  company  to 
.submit  to  a  trial  before  a  jury  on  the  issues  presented 
was  reversed,  and  the  petition  of  the  labor  organization 
dismissed  on  the  ground  that  the  petitioners  had  no 
standing  under  their  violated  agreement. 


Equipment  and  Its  Maintenance 

Short  Descriptions  and  Details  of  New  Apparatus  of  Interest 

to  the  Industry.     Mechanical  and  Electrical 

Practices  of  All  Departments 


Effective  Shaving  Exhaust  System 

Shavings   and    Sawdust   Accumulating    from    Woodworking 

Machinery  Carried  by  an  Exhaust  System  from  Wood 

Mill  to  Power  House  of  Electric  Railway 

THE  Pacific  Electric  Railway  of  Los  Angeles,  Cal, 
has  just  completed  and  placed  in  operation  at  its 
new  Torrance  shops  a  most  efficient  shaving  exhaust 
system.  The  shavings  and  sawdust  which  accumulate 
from  the  woodworking  machinery  in  the  wood  mill  are 
collected   and   disposed   of   in   the   power   house.      The 


Arrakgeme.nt  of  Ve.mtilatixg  Tubes  and  Collector  Links 

collector  lines  run  to  a  separator  which  is  located  on 
the  roof  of  the  power  house.  From  the  separator  the 
material  passes  by  gravity  down  a  system  of  pipes  and 
gates  and  is  turned  into  the  fuel  storage  bin  or  into 
either  of  the  250-hp.  Stirling  boilers  in  the  power 
house  for  immediate  fuel  consumption  by  operating 
the  gates  in  the  pipe  line  from  the  floor  of  the  boiler 
room. 

The  exhaust   system   consists   of   a   twin   72-in.   fan 
driven  by  a  125-hp.  motor.     The  main  lead  pipe  from 


Motor  Driven  Fan-  Instai.lkd  u.s  riiE  Kooi-  or  tiie  iliu, 

the  fan  to  the  separator  is  40  in.  in  diameter  and  the 
two  main  collector  lines  leading  into  the  fan  are  32  in. 
in  diameter.  These  latter  are  reduced  in  accordance 
with  the  requirements  of  the  machines  which  they 
serve.  The  length  of  the  discharge  pipe  from  the 
separator  to  the  fan  is  176  ft. 

The  motor  and  fan  are  located  on  the  roof  of  the  mill, 


which  is  a  two-story  structure.  This  was  made  neces- 
sary due  to  lack  of  space  in  the  wood  mill  and  also  to 
keep  the  disagreeable  noise  of  operation  away  from  the 
workmen.  Its  location  on  the  roof  also  places  the  motor 
in  a  position  where  the  average  suction  line  and  dis- 
charge line  are  of  approximately  equal  length. 


Accelerating  the  Setting  of 
Cement  Mixtures 

The   Rapid   Setting   of  Concrete   Repair   and   Replacement 

Work  is  Essential,  as  Serious  Problems  Arise  from 

Interrupting  and  Diverting  Traffic  for  Any 

Extended  Length  of  Time 

THE  Capital  Traction  Company,  Washington,  D.  C, 
has  been  using  a  material  commercially  known  as 
Cal  in  concrete  mixtures  for  about  six  months,  and 
finds  that  its  use  materially  aids  the  initial  setting  of 
concrete.  From  the  construction  so  far  undertaken  the 
introduction  of  this  material  in  concrete  mixtures  gives 
a  very  hard  concrete  in  about  thirty-six  hours.  The 
Capital  Traction  Company  has  found  this  material  of 
particular  advantage  in  building  its  conduit  track  under 
traffic.  The  difficulty  experienced  when  not  using  Cal 
has  been  that  the  cement  requires  too  long  a  time  to 
get  the  initial  set  and  therefore  poor  results  are  obtained 
due  to  the  vibration  of  the  rail  and  yokes  from  attempt- 
ing to  operate  cars  before  the  concrete  is  thoroughly  set. 

Need  for  a  Fractical  Material  for  Hardening 
Cement  Is  of  Great  Consequence 

A  demand  for  a  practical  and  efficient  material  for 
accelerating  the  hardening  of  portland  cement  mixtures 
has  received  considerable  attention  in  recent  years.  The 
need  for  such  a  material  becomes  of  more  consequence 
with  the  introduction  of  more  rapid  methods  in  con- 
struction and  replacement  work.  Serious  problems  arise 
when  it  becomes  necessary  to  interrupt  or  divert  traffic 
for  the  duration  of  time  required  for  concrete  to  harden 
sufficiently.  The  increased  cost  of  lumber  for  forms  has 
necessitated  a  more  judicious  use  of  such  material,  and 
its  removal  for  further  use  as  soon  as  the  strength  of 
the  concrete  will  allow.  This  applies  even  more  to  the 
use  of  steel  forms,  which  are  rapidly  replacing  wooden 
forms  in  a  great  many  types  of  concrete  construction. 

Considerable  work  toward  the  development  of  an  ac- 
celerator for  concrete  has  been  done  by  the  U.  S. 
Bureau  of  Standards,  which  found  that  calcium  chloride 
was  the  most  effective  of  the  various  substances  tested. 
Inasmuch  as  the  use  of  commercial  calcium  chloride  in 
concrete  is  attended  by  difficulties  caused  by  its  highly 
hygroscopic  property  and  by  the  handling  of  the  solu- 
tion, the  idea  was  conceived  of  introducing  the  salt  by- 
means  of  Cal,  a  material  by  which  the  above  difficulties 
might  be  eliminated. 

Cal  is  a  material  obtained  by  pulverizing  the  dried  or 
undried   product   resulting  from   a  mixture  of  either 


370 


Electric    Railway    Journal 


Vol.  58,  No.  20 


quicklime  or  hydrated  lime,  calcium  chloride  and  water. 
It  is  a  dry  white  powder  which  may  be  handled  in  much 
the  same  way  as  hydrated  lime,  and  with  the  same 
general  keeping  qualities.  It  is  much  more  convenient 
to  handle  and  use  in  making  concrete  than  calcium  chlo- 
ride, either  fused  or  in  concentrated  solution.  Upon 
exposure  to  the  air  Cal  gradually  takes  up  carbon  diox- 
ide and  becomes  somewhat  damp.  However,  tests  indi- 
cate that  long  exposure  does  not  affect  its  action  as  an 
accelerator  of  the  hardening  of  portland  cement  mix- 
tures. 

Time  Saved  and  Less  Delay 
TO  Traffic 

The  setting  of  normal  portland  cement  mixtures  may 
be  hastened  by  Cal  to  an  extent  which  is  very  desirable 
in  concrete  construction  requiring  a  finished  surface. 
The  finishing  operation  may  proceed  with  much  less  delay 
after  the  concrete  has  been  placed,  which  should  result 
in  cutting  down  overtime  labor.  This  hastening  of  the 
set  is  not  objectionable  in  any  type  of  construction  pro- 
viding the  concrete  is  placed  soon  after  it  is  gaged  with 
water.  It  is  believed  that  Cal  increases  the  workability 
of  Portland  cement  mixtures.  However,  no  attempt  was 
made  to  measure  the  extent  of  this  effect,  because  up 
to  this  time  no  satisfactory  test  has  been  developed  for 
measuring  the  workability  of  various  portland  cement 
mixtures. 

Unsound  cements  may  be  greatly  benefited  or  made 
sound  by  an  addition  of  Cal.  This  effect  was  produced 
in  neat  pats  subjected  to  the  steam  test  and  in  mortar 
test  pieces  stored  in  air.  Limited  tests  indicate  that 
quicksetting  cements,  either  fresh  or  having  become 
quicksetting  on  aging,  may  be  made  normal  by  the  addi- 
tion of  Cal  as  used  in  cement  mixtures.  There  was  no 
indication  that  the  amount  of  efflorescence  appearing 
on  the  surface  of  cement  mixtures  exposed  to  the 
weather  is  increased  by  the  use  of  Cal. 

The  series  of  tests  on  the  effect  of  Cal  on  steel  rein- 
forcing bars  which  were  imbedded  in  a  thin  layer  of 
Cal  cement  mortar  and  exposed  to  the  weather  for  eight 
months  without  showing  any  sign  of  corrosion,  while 
favorable,  is  too  limited  to  give  assurance  that  corro- 
sion will  not  occur  under  these  conditions.  Caution 
should,  therefore,  be  exercised  in  the  use  of  Cal  in  con- 
crete containing  steel  reinforcement  when  the  concrete 
is  to  be  freely  exposed  to  the  weather  or  excessive  damp- 
ness. It  is  believed  that  no  bad  effect  will  be  produced 
in  ordinary  building  construction. 

Undried  Cal  mixed  with  portland  cement  causes 
greater  deterioration  in  the  quality  of  the  cement  dur- 
ing storage  than  that  which  ordinarily  takes  place. 
Therefore,  Cal  should  be  added  to  the  concrete  materials 
during  the  mixing  operation,  preferably  before  the 
water  is  added. 

All  Portland  cement  mixtures  treated  with  Cal 
attained  greater  strength  at  the  two-day  and  seven-day 
periods  than  the  corresponding  untreated  mixtures.  The 
percentage  increase  in  the  strength  of  mortar  at  the 
two-day  period  obtained  by  an  addition  of  5  per  cent 
Cal  to  cement  ranged  from  40  to  140.  The  strength  of 
the  treated  mortar  at  two  days  was  equal  to  the  strength 
of  the  untreated  mortar  at  three  and  one-half  to  eight 
days.  These  calculations  are  made  from  the  results 
of  tests  in  which  the  test  pieces  were  stored  in  water, 
damp_sand  or  a  damp  closet. 

Treated  mortars  stored  in  the  laboratory  air  attained 
at  two  days  strength  greater  than  that  of  the  untreated 
mortar  at  twenty-eight  days.     This  was  due  to  the 


rapid  drying  out  of  the  small  test  pieces  and  the  com- 
paratively slow  rate  of  gain  in  strength  after  the  two- 
day  period.  However,  this  indicates  that  Cal  is  espe- 
cially advantageous  in  cemenc  mixtures  which  are  neces- 
sarily subjected  to  any  drying-out  action. 

The  increase  in  strength  produced  by  5  per  cent  Cal 
in  concrete  mixtures  at  the  two-day  period  ranged  from 
52  to  135  per  cent,  and  the  strength  of  the  treated  con- 
crete at  the  two-day  period  was  equal  to  that  of  the 
untreated  at  from  three  to  four  and  one-half  days.  On 
an  average  this  represents  a  saving  of  approximately 
one-half  the  time  in  operations  which  are  dependent 
upon  the  strength  of  the  concrete  at  early  periods.  The 
effect  of  the  air  storage  in  the  concrete  tests  was  les- 
sened in  degree,  owing  to  the  high  relative  humidity 
which  existed  throughout  the  storage  period. 

It  should  be  remembered  that  the  increase  in  strength 
resulting  from  an  addition  of  5  per  cent  Cal  does  not 
represent  the  maximum  which  may  be  obtained  except 
in  very  rich  mixes.  As  much  as  15  per  cent  Cal  was 
used  in  mortar  tests,  giving  an  increase  of  220  per  cent 
at  the  two-day  period. 

The  general  effect  of  Cal  on  portland  cement  mixtures 
is  the  same  as  might  be  expected  from  the  use  of 
equivalent  amounts  of  hydrated  lime  and  calcium  chlo- 
ride. The  three-year  tests  by  the  Bureau  of  Standards 
on  concrete  gaged  with  a  solution  of  calcium  chloride 
are  sufficient  grounds  for  believing  that  the  addition  of 
Cal  will  not  injuriously  affect  the  ultimate  strength 
and  integrity  of  portland  cement  concrete. 


Tunnel  Crossing  for  Electric  Railway 
Passengers 

A  SAFETY  tunnel  recently  constructed  under  the 
steam  line  railroad  near  Sycamore  Grove  in  Los 
Angeles  provides  a  safe  means  of  exit  from  a  regular 
stop  on  the  street  car  line  at  that  point.  Steam  trains 
pass  this  location  at  a  high  rate  of  speed  and  when 
groups  of  electric  railway  passengers  alight  there  is 
danger  of  serious  accidents  if  they  cross  the  steam 
tracks  at  grade. 

To  eliminate  this  grade  crossing  a  tunnel  with  in- 
clined approach  has  been  constructed,  as  shown  in  the 


Tunnel  Crossing  Under   Steam   Road  Tracks 

accompanying  illustration.  As  the  level  of  the  ground 
beyond  the  steam  railroad  tracks  is  considerably  lower 
than  on  the  side  where  the  electric  railway  tracks  are 
located,  the  exit  from  the  tunnel  is  practically  on  ground 
level,  which  makes  it  necessary  to  have  but  one  incline. 
The  safety  tunnel  was  built  by  the  city  of  Los  Angeles. 


November  12,  1921 


Electric    Railway    Journal 


871 


Commissioners  Recommend  Private  Ownership 

At  Recent  Convention  of  Utility  Commissioners,  Committee  on  Public  Ownership 

and  Operation  Makes  Clean-Cut  Report  Urging  Private  Ownership 

and  Maintenance  of  Higher  Rates 


THE   following  report  of  the  Com- 
mittee   on    Public    Ownership    and 
Operation    is   given   in   full   as   it   em- 
bodies  some  principles  which  the  Na- 
tional    Association     of     Railway     and 
Utility  Commissioners  has  adopted  as 
fundamental   in   the   interests   of  most 
intelligent  and  successful  provision  of 
public   utility   service.      The  report   is 
not  a  "snap  judgment."     It  is  the  re- 
sult of  several  years  of  study  by  the 
utility  commissioners  who  have  to  reg:u- 
late    utilities    and    who    have    a    more 
nearly  complete  view  of  the  situation 
than  is  privileged  to  any  other  group. 
To  the  National  Association  of  Railway 
and  Utilities  Commissioners: 
In    1917    there   was    created    by   the 
National   Association   of   Railway   and 
Utilities      Commissioners      a      special 
standing     committee     known     as     the 
"Committee  on  Public  Ownership  and 
Operation."      The    report    of   the    first 
committee  made  at  the  thirtieth  annual 
convention  of  this  association,  Novem- 
ber,   1918,   outlined   an   elaborate   pro- 
gram of  study  of  the  subject,  and  the 
two  reports  of  subsequent  committees 
have  dealt  with  various  aspects  of  the 
question.     The  limited  space  available 
in    this    present    report    precludes    the 
setting  out  in  full  of  the  results  of  any 
detailed  study  of  the  question  and  cir- 
cumscribes this  report  to  a  condensed 
expression  on  the  most  salient  and  im- 
portant factors  involved. 

There  are,  as  we  see  it,  only  two 
elemental  aspects  of  the  question  of 
public  utilities,  viz.: 

1.  Publicly  owned,  either  with  pub- 
lic or  private  operation;  and 

2.  Privately  owned  and  privately 
operated,  either  with  or  without  pub- 
lic regulation. 

This  committee  takes  the  negative 
view  as  to  the  first  and  the  affirmative 
as  to  the  second,  i.e.,  with  public  regu- 
lation; and  sets  out  its  reasons  therefor 
in  the  following: 

Government  is  instituted  among  en- 
lightened, civilized  peoples  in  order  to 
insure  to  the  majority  of  the  governed 
the  greatest  degree  of  freedom,  liberty 
and  happiness.  There  is  no  other  sound 
reason  or  excuse  for  the  existence  of 
government,  if  we  grant  the  truth  of 
the  principle  that  all  government  de- 
rives its  just  powers  from  the  consent 
of  the  governed. 

This  granted,  it  is  then  no  less  true 
that  a  sound  theory  of  government 
would  dictate  that  there  should  be  as 
little  governmental  interference  with 
legitimate  business  activity  as  is  con- 
sistent with  the  protection  of  the  rights 
and  property  of  the  citizens  and  their 
enjoyment  of  life,  liberty  and  the  pur- 
suit of  happiness. 

_  We  take  it  that  these  general  prin- 
ciples are  now  but  axiomatic.  If  these 
be  the  great  basic  truths  that  they 
are  generally  and  universally  conceded 
to  be  in  this  country,  then  it  naturally 
and  logically  and  inevitably  follows  as 
a  necessary  conclusion,  that  the  less 
governmental  encroachment  there  is 
upon  the  domain  of  private  business 
initiative  and  incentive,  consistent  with 
the  fair  and  equitable  protection  of  the 
rights  of  the  majority  of  citizens,  the 
more  nearly  does  such  government 
approach  the  real   functions  of  sound 


government,  as  is  laid  down  by  our 
forefathers  in  the  basic  principles  of 
the  creation  of  our  republic.  It  neces- 
sarily and  logically  further  follows 
that  government  is  then  not  instituted, 
as  one  of  the  ends  of  its  creation,  for 
the  purpose  of  the  ownership  and  oper- 
ation of  what  are  essentially  and 
basically  private  business.  Public 
utilities  are  essentially  such,  provided 
the  public  is  given  fair  and  adequate 
service  at  a  reasonable  cost.  Public, 
governmental,  regulatory  bodies  are 
created  for  this  latter  purpose  only, 
and  can  have  no  other  reason  for  their 
existence  at  the  expense  of  the  public. 
However,  the  safeguarding  of  these 
essential  rights  of  the  people  do  make 
the  existence  of  such  bodies  a  real 
necessity. 

Again,  a  closer  examination  of  the 
application  of  these  general  principles, 
we  submit,  but  bears  out  the  conclusion 
reached.  In  the  ownership  and  oper- 
ation of  such  utilities  by  government, 
it  is  practically  impossible  to  exclude 
the  influence  of  politics.  As  long  as 
human  nature  and  self-interest  is  as 
it  is,  and  before  the  coming  of  the 
dreamed-of  Utopia  or  millennium,  the 
subtle  influence  of  politics  would  al- 
most inevitably  creep  in,  however 
ingenious  the  safeguards  that  might 
be  thrown  around  it.  Again,  with 
every  change  of  political  administra- 
tion would  come  a  change  of  business 
administration  of  such  utilities,  with 
its  consequent  change  of  business 
policy.  This  would  be  fatal  to  their 
op^ation  under  sound  principles  of 
ectnomy  and  business  efficiency. 

As  illustrative  of  this  fact,  we  may 
be  pardoned  for  calling  attention  to 
two  late  outstanding  examples  in  this 
country,  viz. :  the  government  operation 
of  railways  and  the  creation,  manage- 
ment and  operation  of  the  United 
States  Emergency  Fleet  Corporation. 
The  first  of  these  is  now  almost  past 
history,  except  the  readjustments  to 
private  ownership  and  operation  and 
the  liquidation  of  the  staggering  oper- 
ation-loss debt  of  $1,800,000,000  re- 
sulting from  the  twenty-six  months  of 
government  operation. 

The  United  States  Shipping  Board 
and  its  subsidiary,  the  Emergency 
Fleet  Corporation,  were  created  in 
1917,  as  a  war  measure  to  provide 
adequate  transportation  of  troops  over- 
seas. Since  the  signing  of  the  armis- 
tice, November,  1918,  it  has  been  oper- 
ated as  a  business  corporation.  It  has 
over  $3,000,000,000  worth  of  prop- 
erty. For  the  first  two  years  after 
the  armistice  there  was  an  extraor- 
dinary boom  in  shipping.  Yet  the 
statement  of  its  business  operations 
from  its  inception  to  June  30,  1920, 
shows  the  following  astonishing  finan- 
cial results  from  operations,  viz.: 

Revenues  received....      $817,271, 542.00 

Expenses 1,002,396,579.00 

Operating  loss $185,125,037.00 

Yet  privately  managed  British  mer- 
chant fleets  reported,  during  the  same 
period,  net  profits  on  their  investment 
ranging  from  20  to  40  per  cent.  The 
latter  were  privately  owned  and  man- 
aged, under  certain  reasona"ble  govern- 
ment regulations;  the  former  was  gov- 
ernment   owned    and    operated.      The 


difference  in  the  respective  systems  of 
management  is  responsible  for  the  dif- 
ference in  the  results.  This  we  believe 
sufficiently    speaks   for    itself. 

However,  it  may  not  be  amiss  to  call 
attention  to  a  few  other  cases  where 
government  ownership  and  operation 
has  been  in  recent  years  tried.  The 
argest  example,  carried  to  its  ultimate 
logical  conclusion,  is  found  in  the 
communistic  regime  in  Russia.  The 
plans  upon  which  their  theory  is 
based  apparently  are  wholly  logical  and 
should  work  out  successfully,  if  only 
they  had  a  new  and  different  kind  of 
human  being  to  deal  with;  but  human 
nature  being  what  it  is,  such  plans  will 
not  and  do  not  work  out  in  actual  prac- 
tice. The  result  of  the  attempt  to  put 
these  into  actual  practice  is  known  to 
the  whole  world.^*Mrther  example  is 
the  tramways  tff  dlasgow;  they  are 
said  to  be  a  moeM  of  municipal  ovimer- 


-'  --  — w^....  „*  **iuiii\„iptti  owner- 
Ship  and  th^  are,  yet  the  tax  rate 
of  Glasgow  bas  steadily  risen.  The 
iiinglish  tfliephones  are  owned  by  the 
government;  they  are  not  self-sup- 
PO'"t>?g-  Jhe  people  of  this  country 
would  not  for  a  moment  submit  to  such 
service  as  they  give.  Our  telephone 
service  at  its  worst  is  better  than  theirs 
at  Its  best,  and  yet  our  tolls  are  lower. 
Instances  of  public  ownership  and 
operation  might  further  be  multiplied. 
Ihe  results  are  practically  all  the 
same.  Also,  private  ownership  and 
operation  under  municipal  or  com- 
munity regulation  has  also  been  tried 
m  this  country  in  many  instances.  In- 
stances of  these  are  found,  among 
others,  in  the  states  of  Washington. 
Arkansas,  North  Dakota,  etc.  How- 
ever, wherever  tried,  it  has  proved  a 
practical  failure,  with  either  a  result- 
ant increase  in  rates  beyond  the  rea- 
sonable value  of  the  service  rendered, 
or  the  breaking  down  of  the  utility  in 
question  with  a  large  proportion  of  its 
operation  costs  borne  by  taxation. 

Business  is  essentially  management; 
not  a  plant,  nor  blue  prints,  nor  rules; 
but  IS  men.    Business  is  the  functioning 
of  a  highly  skilled  managing  personnel, 
a    buying    and    selling    organization, 
trade  connections,  and  the   intangible 
but  valuable  good  will,  in  addition  to 
plant  and  equipment,  and  even  finances. 
The   latter  constitute  but  the   instru- 
ment,  the   former  the   business.     The 
criterion  of  successful  business  is  the 
periodical   balance-sheet.      Government 
is   essentially   a    political    concern;    it 
necessarily    thinks    and    acts    politics. 
Politics    are    not    concerned    with    the 
profit    or    loss    showings    of    balance- 
sheets;  but  are  vitally  concerned  with 
political  campaign  showings.    "Passing 
the  buck"  in  critical  situations  is  neces- 
sarily one  of  politics'  favorite  pastimes. 
Basic  conditions  of  politics  make  it  so. 
Making  quick  decisions  and  assuming 
responsibility   is   an   essential    part   of 
the  life-blood  of  business.    The  two  are 
uncongenial     bedfellows.       Again,     as 
above   mentioned,   changes   in   political 
administration  necessarily  bring  about 
changes    in    administrative    policy. 
Changes   in    administrative   policy   are 
costly  and  bring  about  unsettled  busi- 
ness conditions.     Continuity  in  adher- 
ence to  a  sound,  tried  business  policy 
is  an  essential  to  continued  successful 
business    operations,    and    the    main- 
tenance of  the  concurrently  necessary 
business  good   will.     This  is  at  least 
difficult,  if  not  impossible,  in  the  pub- 
licly owned  and  operated  public  utility. 
The    ultimate    conclusion    in    the    last 
analysis  is  self-evident  to  all  thinking 


4 


872 


Electric    Railway    Journal 


Vol.  58,  No.  20 


men,  and  forces  us  to  discard  the  pub- 
lic owned  and  operated  public  utility. 

There  then  remains  only  the 
privately  owned  and  operated  public 
utility,  either  with  or  without  public 
regulation.  All  experience  has  shown, 
as  is  generally  conceded,  that  such, 
without  a  regulation  by  a  represent- 
ative body  of  those  who  are  dependent 
for  service  upon  such  utility,  is  both 
unwise,  unsound  and  unfair  to  the  pub- 
lic served.  By  the  process  of  elimina- 
tion, there  then  remains  only  the  public 
utility  regulated  by  an  authoritative 
governmental  body  in  close  touch  with 
and  sensitive  to  the  needs  of  the  pub- 
lie  served. 

Such  regulatory  governmental  bodies, 
however,  at  the-  same  time  must  be 
sufficiently  wise  and  fair  and  farseeing 
to  stand  between  the  utility  in  question 
and  unthinking,  hasty  public  clamor, 
not  based  upon  full  knowledge  and 
careful  thought.  Public  utilities  are 
subject  to  the  same  financial  laws  of 
operation  as  are  private  enterprises. 
They  must  operate  successfully  in 
order  successfully  and  adequately  to 
fulfill  their  duty  of  service  to  the  pub- 
lic, not  only  in  the  present,  but  in  the 
near  future.  This  is  peculiarly  true  at 
the  present  time;  apd  for  the  reason 
that    for    the    last    five    years    their 


revenue  rates  did  not  proportionately 
increase  with  their  rapidly  increased 
costs  of  operations.  It  therefore  fol- 
lows that,  in  order  to  maintain  a  just, 
equitable  balance  and  to  even  keep  such 
utilities  out  of  bankruptcy,  it  is  neces- 
sary to  maintain  their  higher  rates 
longer  than  would  to  the  layman  seem 
necessary,  judging  by  the  surrounding 
decline  in  commodity  prices.  To  follow 
any  other  policy  would  be  to  put  such 
utility  out  of  business,  and  to  discon- 
tinue that  service  to  which  the  public 
is  so  justly  entitled,  and  which  is  now 
more  necessary  to  the  return  of  the 
vast  bulk  of  private  business  to  the 
desired  goal  of  normalcy. 

The  foregoing  considerations  force 
the  committee  to  the  conclusion  that 
the  present  system  of  private  owner- 
ship and  operation  under  public  regula- 
tion is  the  logical,  just,  equitable  and 
best  system  of  conducting  the  business 
of  public  utilities  that  has  or  can  be 
devised  to  meet  the  needs  and  require- 
ments of  both  the  utilities  in  question 
and  the  public  by  them  served. 

The  report  was  prepared  by  a  com- 
mittee composed  of  A.  G.  Patterson, 
chairman;  William  C.  Bliss,  James 
Causler,  H.  H.  Williams  and  Frank 
R.  Spinning.  The  report  was  pre- 
sented on   Thursday  morning,  Oct.   13. 


Amortization  of  Discount  on  New  Securities* 

Commissions  Should  Assume  Responsibility  of  Permitting  This — Analysis  Made 
of  Typical  Case  to  Show  Amounts  Required 

By  Cyrus  Peirce 

Banker,  San  Francisco 


THE  question  of  doing  a  large  por- 
tion of  the  financing  of  public  utili- 
ties through  the  medium  of  junior 
securities  is  becoming  of  more  and  more 
importance  all  the  time,  but  before  it 
can  be  done  in  any  large  way  two  vital 
points  must  be  safeguarded. 

First,  the  income  of  the  company 
must  be  sufficient  and  so  stabilized 
that  the  dividends  on  these  junior 
securities  will  be  paid  with  the  same 
punctuality  as  the  interest  on  the 
funded  debt,  and,  second,  the  security 
upon  which  the  issues  are  based  must 
be  ample  to  safeguard  the  principal.  In 
order  to  accomplish  these  two  things, 
it  seems  to  me  to  be  necessary  for  the 
Investment  Bankers'  Association  to  use 
the  weight  of  its  influence  with  the 
various  public  utility  commissions  to 
the  end  that  the  rates  may  be  adequate 
not  only  to  pay  the  dividends  but  to 
build  up  the  physical  property  to  the  ex- 
tent where  there  shall  be  at  least  one 
dollar  of  physical  property  for  each 
dollar  of  the  junior  securities  outstand- 
ing that  may  have  been  sold  to  the 
public. 

This  brings  us  right  to  a  question 
which  seems  to  me  to  be  the  heart  of 
the  whnle  matter,  and  that  is  the  proper 
amortizations  of  discounts.  It  has  been 
current  practice  to  amortize  the  dis- 
count on  an  issue  of  bonds  throughout 
the  life  of  that  issue.  In  theory  that  is 
probably  correct  and  is  not  materially 
harmful.  But  what  about  the  discounts 
on  preferred  stocks  and  common 
stocks?  What  is  the  proper  period  in 
which  the  difference  between  the  par 
value  of  these  stock  issues  and  the 
amount  derived  from  their  sale  should 
be  made  up,  and  how? 

•Abstract  of  address  presented  at  annual 
meeting  of  the  Investment  Bankers'  Asso- 
ciation of  America,  New  Orleans,  La.,  Oct. 
30-Nov.  2,  1921. 


It  has  been  current  practice  recently 
vyhen  public  utility  bonds  are  issued  to 
limit  the  issue  at  par  and  the  face 
amount  of  the  issue  to  75  per  cent  of 
the  cost  of  the  improvements  to  be 
made.  Therefore,  the  other  25  per 
cent,  and  in  addition  thereto  such  dis- 
count from  the  sale  of  the  bonds  as 
the  company  is  compelled  to  stand  in 
order  to  market  them,  must  be  made  up. 
Somewhere,  somehow,  the  utilities  have 
been  called  upon  to  find  this  money.  It 
is  now  the  fashion  to  provide  this  from 
the  sale  of  stock.  In  most  cases  it  is 
preferred  stock.  It  is  customary  to 
say  to  an  intending  investor  that  every 
dollar  he  puts  into  the  preferred  stock 
is  represented  by  a  dollar  of  fixed  as- 
sets, and  this  is  true  in  most  instances. 
It  also  is  true  that  recently  most  utili- 
ties had  to  sell  their  preferred  stocks  on 
an  8  per  cent  basis,  which,  if  the  stock 
is  a  6  per  cent  stock,  means  the  sale  of 
it  at  about  75.  Ordinarily  8  per  cent  is 
all  a  company  is  permitted  by  the  com- 
missions to  earn  on  the  investment. 
Therefore,  there  is  no  profit  to  the  com- 
pany. The  earnings  do  not  provide  a 
means  by  which  these  discounts  may  be 
quickly  amortized  or  a  surplus  built  up 
to  protect  the  investor  further.  The  re- 
sult is  that  there  is  little  chance  of 
there  being  an  increase  in  the  intrinsic 
value  of  the  securities  of  the  corpora- 
tion, which  are  junior  to  the  preferred 
stock  and  which  should  be  the  vehicle 
for  providing  additional  equity,  and  as 
their  market  can't  improve,  their  price 
cannot  go  up.  Consequently,  the  price 
at  which  the  company  must  continue  to 
sell  its  preferred  stock  remains  low, 
discounts  continue  excessive,  and  the 
vicious  circle  goes  on. 

This  attitude  on  the  part  of  regulat- 
ing bodies  too  closely  restricting  earn- 
ings cannot  help  but  eventually  result 
in  two  things.    First,  that  the  sale  of 


junior  securities  will  become  increas- 
ingly difficult  at  increasingly  relatively 
higher  costs  of  money,  and,  finally, 
that  it  will  become  impossible  to  raise 
money  from  that  source  at  all  because 
the  company  cannot  afford  to  pay  the 
price  which  investors  will  demand 
where  there  is  regulation  of  security 
but  no  assurance  that  the  issuing  cor- 
poration will  have  such  earnings  as 
will  enable  it  to  administer  its  financial 
affairs  along  those  lines  which  experi- 
ence has  shown  to  be  necessary.  Those 
lines  are  that  there  should  be  sufficient 
earnings  to  enable  the  corporation  to 
lay  up  in  lean  years  a  reserve  which 
may  be  applied  to  dividends  as  an  as- 
surance against  the  time,  which  always 
recurs  in  every  corporation's  experi- 
ence, when  earnings  will  not  be  suffi- 
cient to  pay  such  dividends.  This  re- 
serve, of  course,  also  constitutes  an  as- 
surance of  the  continuity  of  the  prom- 
ised dividends  upon  the  preferred  stock, 
and  over  and  above  this,  there  should 
be  sufficient  earnings  to  make  it  pos- 
sible for  the  company  within  a  com- 
paratively short  space  of  time  to  build 
up  in  actual  property  against  which  no 
securities  can  be  issued  an  equity  equal 
in  par  value  to  the  amount  of  discount 
upon  its  outstanding  securities. 

If  a  company  were  static,  this  would 
be  easy,  but  in  a  growing  company 
where  the  annual  construction  require- 
ments run  into  the  millions,  this  has 
become  a  grave  problem  and  the  cord  is 
being  drawn  tighter  each  year  around 
the  neck  of  the  unfortunate  corporation. 
Assume,  for  example,  that  a  company 
spends  $10,000,000  cash  in  one  year  for 
a  new  development  and  issues  against 
it  $7,500,000  of  bonds  and  $2,500,000  in 
preferred  stock  which  are  sold  at  90, 
i.e.  the  company  has  installed  property 
which  cost  $10,000,000,  but  against 
which  it  has  received  but  $9,000,000. 
Then  $1,000,000  must  be  provided  from 
some  source  and  that  amount  is  imme- 
diately reflected  in  floating  debt.  This 
may  temporarily  be  carried  as  an  open 
account  and  then  as  notes  in  favor  of 
the  vendor,  and  finally,  when  the  vendor 
must  be  paid,  these  notes  or  their  suc- 
cessors find  their  way  into  the  hands  of 
the  banks  with  which  the  company  does 
business.  The  result  is  that  the  company 
has  made  permanent  capital  expendi- 
tures of  $1,000,000  and  obtained  the 
money  therefor  by  using  bank  credit 
which  is  a  highly  improper  proceeding 
as  credit  must  never  be  confused  with 
capital. 

What  is  the  remedy? 
The  $1,000,000  of  deficiency  to  be  pro- 
vided should  be  made  up  by  the  sale  of 
common  stock.  It  is  apparent,  however, 
that  after  the  common  stock  is  sold 
there  is  no  property  value  behind  it. 
It,  therefore,  must  either  bear  such  a 
dividend  as  to  make  it  a  good  specula- 
tion, or  it  must  be  safeguarded,  and  the 
only  way  that  it  can  be  safeguarded  is 
to  build  up  the  property  value  behind 
it.  Assume  that  the  $1^000,000  is  pro- 
vided by  the  sale  of  common  stock  at 
75.  This  would  mean  that  there  must 
be  sold  common  stock  to  the  par  value 
of  $1,333,333,  against  which,  as  stated 
before,  there  is  no  property  value. 
Under  present  conditions  this  stock  is 
not  salable,  but  the  public  service  com- 
missions must  be  brought  to  a  point  of 
view  to  regard  the  discount  of  $1,333,- 
333  as  a  construction  charge  to  be  added 
to  the  property  value,  which  is  more  or 
less  fallacious,  or  it  must  allow  the 
company  to  make  sufficient  earnings  to 
pay  not  only  the  interest  on  the  bonds 


November  12,  1921 


Electric    Railway    Journal 
1 


873 


and  the  dividends  on  the  $2,500,000  pre- 
ferred and  $1,333,333  common  stocli  and 
to  provide  proper  depreciation,  but,  over 
and  above  all  this,  earnings  sufficient  to 
build  up  within  a  reasonable  time,  say 
five  years,  a  property  value  of  $1,333,- 
000.  In  other  words,  it  must  allow  that 
company  to  earn,  in  addition  to  the 
above  items,  $266,666  each  year  in  addi- 
tional property,  against  which  no  se- 
curities, either  bonds  or  stock,  may  be 
issued.  When  something  of  this  kind, 
and  only  when  something  of  this  kind, 
is  done,  can  a  reasonable  amount  of  the 
financing  of  our  public  utility  companies 
be  properly  done  through  the  sale  of 
junior  securities.  It  seems  to  me  that 
it  is  the  duty  of  this  association  to  go 
on  record  in  such  a  way  that  we  who 
are  financing  public  utility  companies, 
and  the  companies  themselves,  may  use 
the  findings  of  this  association  as  the 
leverage  upon  the  various  utility  com- 
missions to  the  end  that  they  will  take 
this  stand  and  permit  such  earnings. 

Meeting  on  Tie  Standardization 

RULES  covering  standardization  of 
grades  and  sizes  and  inspection  of 
wood,  cross  and  switch  ties  are  to  be 
drawn  up  as  a  result  of  a  tie  standard- 
ization conference  held  in  Washington 
Oct.  25.  The  conference  was  called  by 
the  American  Engineering  Standards 
committee  at  the  request  of  the  Ameri- 
can Railway  Engineering  Association 
and  the  United  States  Forest  Service. 
All  present  strongly  favored  the  es- 
tablishment of  standardized  rules. 
There  was  some  objection  to  the  group- 
ing of  woods  for  preservative  treat- 
ment and  it  was  decided  not  to  include 
the  question  of  preservatives.  It  was 
decided  that  the  rules  should  be  suffi- 
ciently comprehensive  to  include  all 
classes  of  wood  ties.  This  was  done  so 
as  to  include  the  ties  used  in  mines 
and  light  railways  generally  as  well  as 
on  steam  and  electric  railways. 

The  organization  of  a  bureau  of  in- 
spection will  be  necessary,  but  it  was 
decided  to  leave  that  step  to  the  pro- 
ducers  and  the  consumers. 

The  conference  recommended  to  the 
American  Engineering  Standards  com- 
mittee that  the  Forest  Service  and  the 
American  Railway  Engineering  Asso- 
ciation be  appointed  as  sponsors  to  or- 
ganize a  sectional  committee.  Pro- 
ducers and  consumers  are  to  bi  repre- 
sented on  the  committee  which  is  to 
be  directly  responsible  for  the  prepara- 
tion of  the  standards.  The  standardized 
rules  are  to  be  presented  to  the  Ameri- 
can Engineering  Standards  committee 
with  the  recommendation  that  they  be 
adopted  as   the   American  standards. 

A.  A.  Stevenson,  chairman  of  the 
American  Enginesring  Standards  com- 
mittee, presided  and  P.  G.  Agnew,  sec- 
retary of  that  organization,  acted  as 
secretary  of  the  conference.  Others  in 
attendance  were:  John  Foley,  American 
Railway  Engineering  Association;  C. 
S.  Kimball,  American  Electric  Railway 
Association;  H.  P.  Haas,  A.  L.  Kuehn 
and  C.  L.  Warwick,  American  Society 
for  Testing  Materials;  Dudley  Holtman, 
National  Lumber  Manufacturers'  As- 
sociation; L.  P.  Keith,  West  Coast  Prod- 
ucts Bureau;  E.  R.  Shepard,  Bureau  of 
Standards;  W.  C.  Nixon,  National  As- 
sociation of  Railroad  Tie  Producers; 
Charles  N.  Perrin  and  Frank  R.  Buck, 
National  Hardwood  Lumber  Associa- 
tion; Earle  H.  Clapp  and  H.  S.  Betts, 
U.  S.  Forest  Service;  David  G.  White, 
Forest  Products  Laboratory,  Madison, 
Wis. 


Handling  Employees'  Claims* 

Methods  of  Collecting  from  Owners  of  Foreign  Vehicles  Who  Have  Injured 
Employees  While  They  Were  at  Work — Policies  Pursued  by  Member  Com- 
panies in  Handling  Claims  of  Employees  While  Not  at  Work 

By   S.  a.  Bishop 

General  Claim  Agent  Pacific  Electric  Railway,  Los  Angeles,  Cal. 


EVERY  employer  has  a  natural 
human  interest  in  the  welfare  of 
his  employees.  "When  one  of  those 
employees  is  injured  through  the  neg- 
ligence of  a  third  person,  I,  for  my 
employer,  come  immediately  to  his 
assistance  with  an  offer  to  investigate 
the  facts  of  the  accident  and  to  effect, 
if  possible,  a  satisfactory  settlement. 
The  claim  agent's  training  and  experi- 
ence have  fitted  him  to  care  for  such 
a  claim  as  effectively  as  it  can  well 
be  done,  and  the  employee,  realizing 
this,  is  rested  from  a  mental  burden 
which,  perhaps,  he  can  ill  afford  to 
carry  during  the  period  of  his  con- 
valescence. This  service  is  gratuitous, 
and  is  a  part  of  my  company's  welfare 
work. 

But  the  workmen's  compensation,  in- 
surance and  safety  act  of  the  State  of 
California  has  created  for  employers 
a  particular  interest  in  the  claims  of 
their  employees  against  third  persons 
whose  negligence  has  been  responsible 
for  personal  injury  while  the  employee 
was  engaged  in  his  line  of  duty.  While 
imposing  a  liability  for  the  payment  of 
compensation  by  the  employer  at  the 
usual  rate  to  the  injured  employee,  the 
act  also  fixes  upon  the  third  person  the 
same 'liability  toward  the  employer,  in 
the  Wount  of  compensation  paid,  or 
for  which  the  employer  may  become 
obligated,  as  such  third  person  may 
have  toward  the  injured  employee  him- 
self for  his  losses,  as  established  by 
the  facts  of  the  accident.  This  mutual 
interest  in  pressing  the  claim  against 
the  third  person  culminates  in  the 
claim  agent's  conducting  the  negotia- 
tions leading  up  to  a  settlement,  and, 
if  necessary,  the  prosecution  of  a  law 
suit  by  the  railway  company's  law  de- 
partment. The  employee  is  thus  re- 
lieved from  a  burden  which  he  is 
reluctant  to  assume,  and  the  employer 
in  donating  his  services  retains  the  close 
co-operation  of  the  employee  in  recov- 
ering the  compensation  paid. 

In  those  cases,  where  the  amount 
of  damage  is  substantial,  the  first  in- 
formation to  be  determined  is  the  third 
person's  ability  to  meet  a  judgment  if 
it  can  be  obtained.  If  he  is  the  owner 
of  things  of  value,  here  or  elsewhere, 
then,  at  least,  there  is  the  assurance 
that  when  all  attempts  at  an  amicable 
adjustment  have  failed,  there  is  left 
the  privilege  of  having  the  issues  de- 
termined by  a  court  of  law,  with  the 
positive  assurance  that  if  a  satisfactory 
showing  can  be  made  to  the  jury, 
damages  can  be  recovered  for  the  em- 
ployee. However,  the  proposition  of 
collecting  damages  from  the  owner  of 
a   foreign   vehicle,   where   such   vehicle 


•Paper  presented  at  the  annual  me*tln» 
of  the  Pacific  Claim  Agents'  Assoclatlen, 
Butte.  Mont.,   Aug.    25-27,  1»21. 


hag  been  the  instrument  in  producinjr 
the  employee's  injury,  presupposes  that 
such  owner  in  being  a  non-resident  is 
also  judgment  proof  in  the  home  state 
of  the  employer. 

Where  an  employee  has  been  so  un- 
fortunate as  to  have  been  struck  by 
a  vehicle  of  foreign  ownership,  when 
there  are  so  many  vehicles  in  Cali- 
fornia owned  locally,  I  consider  hi» 
chances  for  recovery  of  damages  slim. 
This  is  true  because  of  the  difficulty  of 
reaching  assets  outside  of  the  State. 
And  the  chances  are  even  slimmer  if 
the  vehicle  owner  is  judgment  proof 
in  his  home  state,  and  perhaps  not 
even  the  owner  of  his  own  automobile. 
In  such  cases  there  is  nothing  left  but 
to  make  demand  upon  this  third  per- 
son and  rely,  for  satisfaction,  upon  the 
kindness  of  his  heart.  For  information 
as  to  the  stranger's  financial  standing 
in  his  own  community,  I  have  called 
upon  claim  agents  of  railways  in  ad- 
jacent neighborhoods  for  searches 
through  county  records  and  have  re- 
ciprocated like  demands  in  my  own 
city. 

When  the  search  reveals  this  negli- 
gent third  party  to  be  the  owner  of 
property  and  able  to  meet  the  just 
demands  upon  him,  and  has  not  al- 
ready motored  beyond  the  State's 
borders;  and  where  the  damages  are 
substantial  and  demands  for  payment 
have  not  been  met,  suit  should  be  im- 
mediately instituted  so  that  service  can 
be  had  while  the  defendant  is  yet 
within  the  State  court  jurisdiction. 
Once  service  is  had  we  care  not  where 
goeth  our  stranger.  The  employee  re- 
covers; his  action  for  damages  is 
joined  with  that  of  his  employer  for 
the  amount  of  compensation  paid,  and 
upon  trial  the  plaintiff  takes  judgment 
upon  the  facts,  or  the  defendant  de- 
faults by  his  failure  to  appear.  In 
either  case  the  judgment  may  be  sued 
upon  in  the  home  state  of  the  defend- 
ant, a  second  judgment  had,  and, 
finally,  levy  of  execution  against  his 
assets. 

Now,  we  have  to  consider  the  event 
wherein  our  third  party,  the  defendant, 
has  left  California,  hurrying  home  be- 
cause of  the  press  of  business.  He  has 
evaded  service  issuing  from  the  State 
court  and  leaves  behind  the  remedy  of 
action  in  the  United  States  District 
Court,  with  jurisdiction  over  claims 
arising  from  torts  between  parties  of 
diverse  citizenship. 

A  suit  in  the  District  Court  has  the 
advantage  of  requiring  but  one  action 
before  levy  of  execution  in  the  foreign 
state,  as  against  the  two  actions  re- 
quired by  procedure  through  the  State 
court.  Opposed  to  this  is  the  disad- 
vantage, fatal  to  the  action  of  small 
demand,  arising  from  the  $3,000  mini- 


874 


Electric    Railway    Journal 


Vol.  58,  No.  20 


mum-value  rule  applicable  to  District 
Court  actions.  In  addition  to  this  is 
the  difficulty  of  securing  a  unanimous 
verdict. 

The  disadvantages  attendant  upon 
suing  out  a  judgment  upon  the  facts 
in  the  foreign  state  may  be  of  less 
moment  than  those  incident  to  the  other 
two  methods  suggested.  This  may 
be  so  if  the  claim  agent  can  call  upon 
attorneys  of  his  acquaintance  in  the 
foreign  state  who  have  his  confidence 
that  the  case  will  be  tried  well,  and 
that  the  fee  will  be  compatible  with  the 
service  rendered.  And  yet,  because  of 
the  unavailability  of  witnesses  for  use 
in  the  foreign  state  and  the  great  dis- 
tance over  which  the  negotiations  would 
have  to  be  conducted,  probably  this 
method  of  collection  is  seldom,  if  ever, 
used.  I  have,  however,  made  adjust- 
ments in  this  manner  to  advantage. 

The  method  by  far  the  best,  however, 
is  to  convince  the  foreign  automobile 
owner  that  he  owes  the  claim  and  ac- 
cept his  payment  of  it. 

I  have  pleasure  in  reporting  that  the 
policy  of  the  Pacific  Electric  Railway 
in  the  matter  of  claims  of  employees 
growing  out  of  injuries  received  by  the 
act  of  third  persons  while  the  employee 
is  not  at  work  for  his  employer  is  to 
take  over  without  expense  to  him  the 
negotiations  and  effect  a  settlement  of 
his  claim,  if  possible,  out  of  court.  We 
have  quite  an  extensive  program  for 
welfare  work.  Our  employees'  club 
harbors  many  kinds  of  amusements  and 
is  the  meeting  place  for  secondary  or- 
ganizations which  interest  the  em- 
ployees in  outdoor  sports,  athletic 
events  and  the  like.  During  the  sum- 
mer months  the  employees  have  the 
benefit  of  an  extraordinary  summer 
camp  in  the  San  Bernadino  Mountains. 
An  annual  picnic  at  the  seashore  at- 
tracts everyone  who  is  free.  The 
gratuitous  handling  of  claims  for  em- 
ployees by  our  claim  department  is 
merely  a  part  of  this  admirable  scheme. 
While  only  a  very  small  percentage  of 
our  employees  are  unfortunate  enough 
to  require  that  kind  of  service,  yet  the 
benefit  to  those  few  individuals  is  great 
enough  and  the  appreciation  of  em- 
ployees sincere  enough  to  make  the 
service  an  item  of  respect  in  the  gen- 
eral  plan. 


afternoon  session.  The  subjects  of 
these  addresses  are:  "Public  Safety," 
by  George  H.  McClain,  manager  Louis- 
ville (Ky.)  Safety  Council;  "Financial 
Outlook,"  by  Richard  M.   Bean,  presi- 


dent Louisville  National  Bank;  and 
"Functions  of  a  Public  Utility  Asso- 
ciation." by  A.  Bliss  McCrum,  secre- 
tary Public  Utilities  Association  of 
West  Virginia,  Charleston,  W.  Va. 


Kentucky  Utility  Association 
Resumes  Meetings 

THE  annual  meeting  of  the  Ken- 
tucky Association  of  Public  Utili- 
ties will  be  held  at  the  Seelbach  Hotel, 
Louisville,  Ky.,  on  Nov.  22.  This  will 
be  the  first  regular  meeting  since  the 
discontinuance  during  the  war. 

At  the  morning  session  following  the 
report  of  the  secretary  and  treasurer 
an  address  will  be  given  by  James  P. 
Barnes,  president  Louisville  (Ky.)  Rail- 
way, entitled  "Outlook  for  the  Electric 
Railway  Industry."  Martin  Insull, 
past-president  of  the  National  Electric 
Light  Association  and  vice-president 
of  the  Middle  West  Utilities  Company, 
Chicago,  111.,  will  be  the  guest  of  honor 
at  the  luncheon. 

Three  addresses  will  be  given  at  the 


The  Genteel  Faker* 


Filching  Money  from  Public  Service  Corporations  Is  Considered  a  Mark  of  Rare 

Busines.s  Ability  by  One  Class  of  Claimants  Which 

Must  Be  Dealt  With 

By    F.    J.    LONERGAN 

Claims  Attorney  Portland  Railway,  Ligrht  &  Power  Company. 
Portland,  Ore. 


"/GENTEEL"  is  defined  as  the  state 

v_Jof  being  well  bred  or  refined; 
stylish  or  fashionable.  "Faker"  is 
one  who  fakes.  In  the  vernacular, 
"fake"  means  to  cover  up  or  alter  de- 
fects or  imperfections  in,  especially 
with  intent  to  deceive;  to  fabricate  in 
order  to  deceive;  one  who  originates 
a  fake  or  humbug.  Notwithstanding 
the  contradiction  in  terms  between 
"genteel"  and  "faker,"  it  would  seem 
that,  from  the  beginning  of  man  down 
through  the  ages  to  the  present  time, 
there  is  much  evidence  of  the  presence 
and  activities  of  what  may  be  termed 
th  "genteel  faker." 

The  claim  agent  of  every  railway 
company  has  met  the  "genteel  faker," 
for  the  claims  department  is  a  veri- 
table clearing  house  for  the  practice 
of  their  wiles.  It  is  one  of  the  real 
serious  matters  that  confront  the  claim 
agent,  because  it  is  often  very  difficult 
to  penetrate  their  mask  of  respectabil- 
ity, and  more  difficult  still  to  obtain 
a  jury  that  will  see  through  their  dis- 
guise. 

It  is  strange,  but  nevertheless  true, 
that  there  are  many  people  in  every 
community  who  have  no  qualms  of  con- 
science when  dealing  with  a  public 
service  corporation,  particularly  a  rail- 
way company.  In  the  ordinary  affairs 
of  life  they  are  scrupulously  honest 
and  their  integrity  is  never  suspicioned 
or  doubted.  They  will  not  defraud  the 
grocer,  the  butcher  or  the  baker.  They 
deal  open-handedly  in  all  ordinary 
business  affairs.  But  when  an  injury 
has  been  sustained  at  the  hands  of  a 
railway  company,  to  them  even-handed 
justice  no  longer  prevails. 

Instances  are  not  at  all  uncommon 
where  a  person  of  prominence  having 
met  with  an  accident  involving  personal 
injury  presents  a  claim  based  upon 
fraud,  deceit  and  exaggeration.  If  the 
claim  agent  attempts  to  make  a  thor- 
ough investigation  as  to  the  nature  of 
the  alleged  injuries  he  is  met  with 
rebuff,  and  ofttimes  open  insult.  The 
claim  agent  is  charged  with  doubting 
the  honesty  and  veracity  of  the  in- 
jured party  and  is  denied  an  interview, 
and  many  times  the  company's  doctor 
is  not  permitted  to  make  an  examina- 
tion. In  the  event  the  claim  agent 
fails  to  make  settlement,  which  settle- 
ment does  not  mean  compromise  but 
surrender,    then     the    controversy     is 


•Abstract  of  paper  presented  at  the  an- 
nual meeting  of  the  Pacific  Claim  AgenU' 
Association,  Butte,  Mont.,  Aug.  25-27.  1921. 


tak:n  into  the  courts.  Such  a  claimant 
experiences  no  difficulty  in  producing 
numerous  witnesses  to  his  alleged  pains 
and  sufferings.  In  most  instances,  the 
pains  and  sufferings  consist  of  facial 
contortions,  bodily  gymnastics  and 
moans  and  groans  during  the  presence 
of  friends  and  neighbors  who  are  de- 
pended upon  to  later  convey  what  they 
have  seen  and  heard  from  the  witness 
stand. 

Policy  settlements,  so  called,  is  an- 
other phase  presented  by  the  genteel 
faker.  It  not  infrequently  happens  that 
those  who  have  considerable  business 
dealings  with  the  company  threaten  the 
claim  agent  that  unless  the  matter  is 
settled  in  accordance  with  their  de- 
mand the  business  relations  with  the 
company  will  be  broken  and  service 
will  be  obtained  elsewhere.  The  claim 
agent  is  thus  confronted  with  a  very 
delicate  situation,  and  all  his  skill  and 
tact  is  not  sufficient  to  offset  the  hold- 
up. The  highwayman  with  mask  and 
gun  who  demands  your  money  takes 
a  chance,  but  the  genteel  faker,  to 
use  the  vernacular,  has  that  game 
backed  off  the  boards. 

How  can  the  claim  agent  obtain  the 
best  results  in  dealing  with  the  so- 
called  genteel  faker?  In  some  in- 
stances to  be  firm  and  outspoken  may 
meet  with  success,  although  many 
times  when  the  claim  agent  so  acts  he 
is  publicly  denounced  as  a  crook,  a 
scoundrel  and  a  blackguard. 

Where  a  claimant  is  obsessed  with 
a  notion  that  no  wrong  can  be  done 
in  dealing  with  a  public  service  cor- 
poration, and  that  to  filch  money  from 
such  a  company  is  an  indication  of 
rare  business  ability,  education  and 
publicity  would  seem  to  be  the  only 
remedy.  If  the  community  were  edu- 
cated to  know  and  to  feel  it  has  an 
interest  in  the  welfare  of  the  public 
service  corporation,  in  that  the  money 
that  the  company  makes  and  saves  will 
be  reflected  in  the  betterment  of  ser- 
vice and  lowering  of  rates,  some  good 
might  be  accomplished.  If  publicity 
were  indulged  in  freely  concerning 
false,  fraudulent  and  exaggerated 
claims  it  would  undoubtedly  awaken 
the  sleeping  conscience  of  even  the 
genteel  faker.  For  after  all,  education 
and  publicity  are  the  only  great  and 
true  weapons  of  defense  on  behalf  of 
public  service  corporations. 

Knowing  that  the  companies  are  de- 
sirous at  all  times  of  doing  the  fair 
and  square  thing  in  the  matter  of  set- 


November  12,  1921 


Electric    Railway    Journal 


875 


tlement  of  claims,  there  is  no  reason 
why  the  company  through  the  claim 
department  should  not  feel  entirely 
justiiied  in  bringing  to  its  aid  a 
properly  and  well-informed  public.  The 
only  fear  of-  the  genteel  faker  is  ex- 
posure and  knowledge  of  the  truth  on 
the  part  of  others.    And  this  being  so, 


the  path  of  duty  of  the  claim  affent 
lies  before  him. 

Solomon  in  all  his  glory  had  not  such 
clever  genteel  fakers  appearing  before 
him  as  the  claim  agent  of  today  has 
to  deal  with.  If  Solomon  were  here 
now,  he  'could  learn  much  by  one  day's 
visit  to  the  office  of  the  claim  agent. 


Effect  of  the  One-Man  Car  on  Traffic  Hazard* 

Qne-Man  Cars  in  Spokane  Have  Bettered  the  Two-Man  Car  Accident  Record, 

Although  There  Has  Been  a  50  Per  Cent  Increase  in  the  Number  of 

Automobiles  Since  Their  Introduction  Three  Years  Ago 

By  Thomas  G.  A.  Ashton 

Claim  Agent  Washington  Water  Power  Company,  Spokane,  Waak. 


•••"L^XPERIENCE  is  the  best 
-I—-'  teacher,"  and  judging  from  the 
experience  of  the  Washington  Water 
Power  Company  the  effect  of  the  one- 
man  car  on  the  traffic  hazard  has  been 
most  favorable.  The  Washington  Water 
Power  Company,  one  of  the  pioneers 
in  the  one-man  car  operation,  had  its 
system  fully  equipped  with  one-man 
cars  on  July  1,  1918,  and  since  that 
time  has  operated  none  other  than  one- 
man  cars  on  its  city  lines.  We  operate 
sixty-six  cars  eighteen  hours  a  day  and 
thirty-three  trippers  Ave  hours  a  day. 
During  the  time  the  sixty-six  cars  are 
running  we  have  a  headway  of  twelve 
minutes.  While  the  trippers  are  on  we 
have  a  headway  of  five  minutes.  This 
same  headway  has  been  maintained 
since  1915,  there  being  no  change  made 
when  the  one-man  cars  were  put  on. 

The  traffic  hazard  has  in  our  city,  as 
in  most  cities,  greatly  increased  since 
we  started  to  operate  the  single-end 
cars.  On  July  1,  1916,  there  were  6,493 
automobiles  in  Spokane  County.  On 
July  1,  1918,  the  day  our  company 
started  to  use  the  one-man  cars  exclu- 
sively, there  were  12,294  automobiles, 
while  on  July  1,  1921,  there  were  19,- 
325,  an  increase  of  7,021  since  we  made 
the  change  from  two  to  one-man  cars. 

Regardless  of  this  increase  in  the 
worst  traffic  hazard  we  have  shown  a 
reduction  in  traffic  accidents.  In  the 
three  years  previous  to  the  placing  in 
operation  the  new  type  of  carrier  we 
had  1,324  traffic  accidents,  divided  as 
follows:  Automobiles,  1,023;  horse- 
drawn  vehicles,  147;  bicycles,  44;  motor- 
cycles, 31;  pedestrians,  79.  During  the 
three  years  of  the  one-man  car  we  have 
had  1,292  traffic  accidents,  divided  as 
follows:  Automobiles,  1,151;  horse- 
drawn  vehicles,  36;  bicycles,  16;  motor- 
cycles, 13;  pedestrians,  76;  showing  a 
decrease  of  22  traffic  accidents,  regard- 
less of  the  large  increase  of  automo- 
biles. During  the  three  years  previous 
to  July  1,  1918,  we  ran  10,375,648  car- 
miles  and  had  1.28  accidents  to  every 
10.000  car-miles.  We  operated  1.205,- 
535  car-hours  and  had  10.9  accidents 
every  10,000  car-hours.  During  the 
three  years  since  July  1,  1918,  or  the 
one-man  car  period,  we  ran  10,400.881 
car  miles  and  had  1.27  accidents  to 
every    10,000   car-miles.     We   operated 


•Paper  presented  at  the  tuinual  meetinc 
of  the  Pacific  Claim  Agents*  Association. 
Butte,  Mont.,  Aug.  25-27,  1921. 


1,292,241   car-hours   and    had    10   acci- 
dents every  10,000  car-hours. 

Upon  inquiry  I  learned  that  the 
Municipal  Street  Railway,  Calgary, 
Canada,  another  pioneer  in  this  type 
of  operation,  has  had  the  same  expe- 
rience. This  railway  was  exclusively 
equipped  with  one-man  cars  in  the  fall 
of  1917.  I  have  been  advised  by  the 
management  of  the  Terre  Haute, 
Indiana  &  Eastern  Street  Railway  that 
its  experience  with  the  one-man  cars 
has  likewise  been  profitable.  Its  report 
shows  one  accident  for  every  13,227 
car-miles  with  the  one-man  car  and  one 
accident  for  every  8,476  car-miles  with 
the  two-man  car.  The  traction  com- 
pany of  Spokane  has  had  a  decrease  of 
6S  per  cent  in  traffic  accidents  during 
the  first  six  months  it  has  operated  the 
one-man   cars. 

In  ^pokane  we  have  to  contend  with 
every,  kind  of  traffic  condition.  We 
operate  over  grades  as  high  as  12i  per 
cent.  We  have  sharp  curves  on  grades. 
The  climate  is  such  as  to  give  us  snow, 
sleet  and  fog.  We  are  also  bothered  on 
some  of  our  lines  with  le.ives  on  the 
track,  which  is  one  of  the  most  danger- 
ous things  any  street  railway  has  to  b« 
bothered  with.  All  our  cars  are  routed 
through  the  congested  district,  passing 
through  one  central  point 

We  do  not  operate  the  small  safety 
cars,  but  a  standard  type,  practically 
the  same  as  our  old  double-end  cars. 
They  are  double-truck,  four-motor 
equipment,  weighing  26i  tons,  44  ft.  9 
in.  long  and  seating  forty-two  pas- 
sengers. 

An  advocate  of  safety  has  said, 
"There  is  a  reason  for  everything  but 
a  woman  getting  off  a  street  car  back- 
ward." So  there  must  be  a  reason  for 
the  one-man  car  reducing  the  number 
of  traffic  accidents.  In  the  first  place 
you  have  placed  the  entire  responsi- 
bility for  the  safe  operation  in  the 
hands  of  one  man.  There  is  no  chance 
for  a  misunderstanding  of  signals.  In 
backing  up  the  operator  is  required  to 
go  to  the  rear  of  his  car. 

If  an  automobile  suddenly  cuts  in 
front  of  him  he  does  not  have  to  rely 
upon  a  signal  to  tell  him  to  stop.  The 
near-side  stop  is  compulsory  with  the 
one-man  car.  This  to  my  mind  is  the 
cause  of  the  elimination  of  most  traffic 
accidents.  Passengers  being  picked  up 
at  the  near  side  of  the  intersection 
cause  the  car  to  cross  the  intersection 


more  slowly,  thus  enabling  the  motor- 
man  to  stop  his  car  more  quickly.  The 
construction  of  our  type  of  car  is  such 
that  the  over-hang  is  in  front,  thus  pre- 
venting pedestrians  and  vehicles  which 
are  standing  close  to  the  car  from  be- 
ing struck  by  the  over-hang  as  the  car 
rounds  the  curve. 

In  point  of  importance  it  will  there- 
fore be  seen  the  work  of  the  investiga- 
tor ranks  high.  It  affords  the  basis 
and  foundation  of  all  settlements  and 
the  de:{ense  of  all  litigated  claims. 
Without  a  high-class  investigating 
bureau  the  success  of  a  claim  depart- 
ment is  bound  to  be  limited.  While 
the  work  of  the  investigator  is  at  times 
vexatious  and  his  difficulties  many, 
still  the  satisfaction  of  a  task  well 
done  goes  far  to  mitigate  the  discour- 
agements with  which  his  path  is 
strewn.  And  just  in  passing,  let  this 
impression  be  recorded,  that  the  person 
in  charge  of  the  investigators  should 
not  forget  that  a  word  of  praise  where 
deserving  is  a  staunch  stimulant  to  the 
morale.  Certain  it  is  that  the  intelli- 
gent young  man  of  today  in  the  field 
of  investigations  will  attain  success  if 
he  but  put  forth  an  honest,  conscien- 
tious effort  and  the  way  will  open  for 
bigger  and  better  things. 


"The  Soul  of  Service" 

AT  THE  meeting  of  the  American 
-  Gas  Association  held  in  Chicago, 
Nov.  9-11,  among  the  papers  presented 
was  one  called  "The  Soul  of  Service," 
by  W.  H.  Rogers,  Public  Service  Gas 
Company,  Paterson.  N.  J.  This  paper 
is  one  discussing  what  Mr.  Rogers  says 
is  "old  stuff"  but  always  with  us,  the 
service  of  public  utility  corporations. 

In  speaking  of  the  street  railway 
company,  Mr.  Rogers  says:  "The  soul 
of  the  street  railway  company  is  the 
will  and  the  desire  of  owners,  managers 
and  employees  so  to  handle  transporta- 
tion of  human  beings,  so  to  operate 
trolley  cars,  that  every  man,  woman 
and  child  in  the  community  will  want  to 
ride  in  these  trolleys  and  will  be  satis- 
fied and  willing  to  pay  to  the  company 
adequate    and    reasonable   fares." 

Starting  with  the  three  great  charac- 
teristics of  man,  known  as  spirit,  soul 
and  body,  Mr.  Rogers  defines  these  as: 

(a)  Spirit  is  what  really  exists. 
Spirit  is  reality.  In  man,  it  is  that 
part  of  man  which  knows — it  is  his 
mind. 

(b)  Soul  is  the  consciousness  of  ex- 
istence. Soul  is  the  seat  of  the  active 
■will  and  of  the  affections,  desires  and 
emotions. 

(c)  Body  is  the  outcome,  the  result, 
of  the  activity  of  spirit,  guided  and 
controlled  by  soul,  by  the  will,  by  our 
desires. 

He  then  goes  on  to  say:  "The  spirit 
of  the  street  railway  company  is  the 
idea  of  satisfactory  transportation  for 
men,  women  and  children,  for  every- 
body, for  the  whole  public." 

As  to  the  body,  Mr.  Rogers  asks 
"Does  not  the  body  of  each  of  our  com- 
panies consist  in  the  opinion  which  has 
grovm  up  in  the  minds  of  our  customers 
and  the  public  regarding  these  com- 
panies?" 


News  of  the  Eledric  Railways 

FINANCIAL  AND  CORPORATE        ::         TRAFFIC  AND  TRANSPORTATION 

PERSONAL  MENTION 


Saginaw  Votes  for  Return 
of  Street  Cars 

Mayor's   Proposal   for    Return  of   Cars 
Is  Now   Before   Committee   Repre- 
senting Security  Holders 

A  plan  for  the  resumption  of  electric 
railway  service  in  Saginaw,  Mich.,  under 
the  direction  of  a  board  of  trustees  ap- 
pointed by  the  Council  who  have  had 
no  former  connection  with  the  operation 
of  the  Saginaw-Bay  City  Railway  was 
proposed  by  Mayor  B.  N.  Mercer  on 
Nov.  8  and  adopted  by  the  Council  at 
a  special  meeting.  A  summary  of  the 
proposal  was  transmitted  to  New  York 
by  wire,  where  Otto  Schupp,  trustee  of 
the  local  property,  appointed  by  the 
Federal  Court,  is  meeting  with  the  pro- 
tective committee  representing  the 
bondholders. 

Special  Message  from  Mayor 

The  matter  was  brought  to  the  at- 
tention of  the  Council  in  a  message 
from  the  Mayor,  who  made  the  follow- 
ing recommendations:  Appointment  of 
the  five  trustees  to  operate  the  property 
under  a  trust  agreement  from  the  bond- 
holders' committee,  the  rate  of  fare  to 
be  four  tickets  for  25  cents  with  uni- 
versal transfers,  five  school  tickets  for 
25  cents,  and  a  cash  fare  of  8  cents. 
Elimination  of  jitney  competition  on 
streets  traversed  by  street  cars.  Price 
for  current  to  be  fixed  by  Public  Util- 
ity Commission. 

It  is  generally  believed  the  Council's 
action  is  the  result  of  two  outstanding 
features  which  have  occurred  during  the 
last  week  to  ten  days.  The  Council 
had  before  it  for  consideration  a  pro- 
posal of  the  Wolverine  Transit  Com- 
pany, Detroit,  to  install  a  motor  bus 
system  in  Saginaw  provided  some 
agency  would  dispose  of  $125,000  worth 
of  advanced  transportation.  The  fin- 
ancing question  was  submitted  to  the 
board  of  commerce,  but  the  board  de- 
clined to  act  favorably  on  the  subject. 
The  local  newspaper  started  a  refer- 
endum and  by  a  tremendous  majority 
the  people  voted  for  the  retui-n  of  street 
cars  at  an  increased  rate  of  fare,  and 
the  elimination  of  jitney  buses.  A 
straw  vote  which  was  to  have  been 
taken  in  each  of  the  city's  voting  pre- 
cincts as  proposed  by  one  member  of  the 
Council  it  is  believed  now  will  be 
dropped  as  the  action  of  the  Council 
Tuesday   makes   this   unnecessary. 

Receiver  in  New  York 

It  is  generally  believed  in  Saginaw 
that  if  Mr.  Schupp  is  unable  to  have  the 
protective  committee  representing  the 
bondholders  accept  the  proposal  of  the 
Council,  it  will  at  least  result  in  a 
counter  proposal  being  made  and  if  it  is 
honest  and  fair,  it  will  be  accepted  by 
the  city  and  street  cars  will  again  run. 

Under  the  Mayor's  plan  the  trustees 
are  to  act  without  compensation  and 
none  of  the  former  officers  of  the  trac- 
tion company  is  to  be  employed.  The 
only  salaried  ofl^cial  is  to  be  a  capable 
suoerintendent. 

In  his  message  to  the  Council  Mayor 
Mercer  points  out  that  beyond  any  doubt 
the  sentiment   is   for   street   cars   and 


against  municipal  ownership  of  either 
buses  or  street  cars  and  the  only  solu- 
tion left  for  the  city  is  the  resumption 
of  street  car  service  without  jitney  com- 
petition. 

A  definite  answer  is  not  expected  be- 
fore Nov.  12. 

Recently  the  Council  by  a  four  to 
one  vote  accepted  the  proposal  of  the 
Wolverine  Transit  Company  which 
calls  for  an  advanced  sale  of  $125,000 
worth  of  transportation,  which  funds 
will  be  used  to  help  pay  for  the  buses 
as  they  are  delivered. 

The  plan  was  referred  to  the  board 
of  commerce  by  the  Council  and  after 
tv^o  meetings  the  transportation  com- 
mittee of  the  commerce  board  ap- 
pointed a  sub-committee  to  investigate 
the  financial  condition  of  the  company 
as  to  its  ability  to  go  through  with  its 
part  of  the  program  and  two  disinter- 
ested engineers  to  investigate  the  con- 
struction of  the  bus  and  report  on  the 
cost  and  their  adaptability  for  use  in 
a  northern  climate. 


City  Must  Pay  Cost  When 
Utilities  Move  for  Mu- 
nicipal Railway 

A  decision  handed  down  by  the  United 
States  Supreme  Court  on  Oct.  24  in 
the  case  of  the  Postal  Telegraph  Com- 
pany vs.  San  Francisco,  establishes  an 
important  precedent  in  the  municipal 
railway  field.  The  decision  holds  that 
in  the  operation  of  a  municipal  rail- 
way the  city  is  acting  not  in  a  "gov- 
ernmental capacity"  but  in  a  "propri- 
etary capacity,"  and  that  the  city  must 
pay  the  costs  of  removals  or  changes 
in  location  of  other  utilities  occasioned 
by  the  construction  or  extension  of  a 
municipal   railway. 

The  San  Francisco  case  has  been  in 
litigation  since  the  third  and  fourth 
tracks  were  laid  on  Market  Street  from 
Geary  Street  to  Van  Ness  Avenue. 
These  tracks  were  laid  on  portions  of 
the  street  that  had  never  before  been 
used  for  railway  lines  and  under  which 
were  the  conduits  of  the  Postal  Tele- 
graph Company.  When  the  tracks  were 
built  these  manholes  had  to  be  changed 
or  the  conduits  moved.  The  city 
acknowledged  the  company's  rights  to 
maintain  its  conduits,  but  held  that 
those  rights  did  not  carry  with  them 
the  right  to  use  the  street  to  the  ex- 
clusion  of  the   municipal   railway   line. 

The  company  objected  to  paying  the 
costs  but  did  the  work  with  the  under- 
standing that  it  would  be  reimbursed 
if  the  courts  ruled  that  the  city  should 
pay.  The  case  was  carried  to  the 
United  States  Supreme  Court  where 
the  decision  of  the  lower  courts  was 
sustained  and  the  city  was  ordered  to 
pay  the  cost  of  the  manhole  changes. 

Deficit  in  Davenport  in  September 

Electric  railway  operation  in  Daven- 
port during  the  month  of  September, 
1921,  showed  a  deficit  of  $36,106,  ac- 
cording to  a  report  of  the  Tri-City 
Railway.  The  report  showed  total  re- 
ceints  of  $56,178,  while  the  company 
had  oDerating  expenses  of  $55,331,  with 
$5,452  in  taxes  and  $4,084  in  interest. 


Mayor  Couzens'  Policies 
Indorsed 

Result    of    Detroit    Election    Taken    to 
Mean  City  Is  Satisfied  with  .Munic- 
ipal Program 

Unofficial  returns  of  the  Nov.  8  elec- 
tion in  Detroit,  Mich.,  indicate  that 
James  Couzens  was  re-elected  Mayor. 
He  received  a  vote  of  nearly  two  to  one 
over  Daniel  W.  Smith.  Mr.  Couzens' 
majority  was  about  33,000  out  of  total 
vote  of  less  than  115,000. 

The  ouster  ordinance  compelling  the 
Detroit  United  Railway  to  remove  its 
tracks  and  equipment  from  Fort  Street 
and  Woodward  Avenue,  put  on  ballot 
by  initiative  petition  after  it  had  been 
passed  by  the  Council,  carried  by  major- 
ity  of  35,000.  According  to  statement 
attributed  to  A.  F.  Edwards,  vice-presi- 
dent of  the  Detroit  United  Railway  the 
company  will  bow  to  the  will  of'  the 
people  as  expressed  at  election  and  will 
discontinue  service  on  Fort  Street  and 
Woodward  Avenue  on  or  about  Nov. 
^5.  It  IS  estimated  that  about  50,000 
riders  per  day  use  the  two  lines. 

The  charter  amendment  fostered  by 
Mayor  Couzens  and  the  Street  Railway 
Commission  empowering  the  commis- 
sion to  engage  in  trackless  transporta- 
tion using  trackless  trolleys  and  buses 
was  carried  by  majority  of  26,000. 
This  amendment  was  defeated  in  the 
October  primaries. 

The  re-election  of  Mayor  Couzens  is 
accepted  as  an  expression  of  people  of 
Detroit  for  municipal  ownership  and 
for  the  continuance  of  the  program 
started   during   the   Mayor's   last   term. 

Eight  of  the  nine  councilmen  were 
re-elected,  only  one  new  member  being 
elected  to  fill  vacancy. 

Company  Stated  Its  Case 

A  special  edition  of  Electric  Railway 
Service,  the  official  publication  of  the 
Detroit  (Mich.)  United  Railway,  which 
was  suspended  with  the  June  17  issue, 
was  put  out  on  Nov.  5.  In  it  the  com- 
pany took  occasion  to  explain  the  ouster 
ordinance  which  was  placed  on  the 
ballot  for  the  Nov.  8  election.  This 
measure  was  concerned  with  car  serv- 
ice on  Fort  Street  and  Woodward 
Avenue.  In  referring  to  the  ouster 
ordinance  the  company's  publicity  de- 
partment stated  that  it  was  felt  that 
the  matter  of  service  on  the  Fort  Street 
and  Woodward  Avenue  lines  was  so 
important  as  to  call  for  the  revival  of 
the  paper  in  a  special  edition. 

It  was  cited  that  the  Detroit  United 
Railway  had  taken  no  part  in  the 
political  fight  drawing  to  a  close  with 
the  election,  nor  was  the  company  mak- 
ing any  campaign  to  influence  the  elec- 
torate in  their  vote  on  the  ouster 
ordinance.  Attention  was  called  to 
certain  facts  because,  in  the  company's 
opinion,  the  efl'ect  of  the  ouster  ordi- 
nance upon  the  people  of  Detroit  had 
not  been  as  fully  and  completely  dis- 
cussed in  the  public  press  as  so  vital  a 
measure  deserved. 

In  reviewing  the  conditions  it  was 
stated  that  the  Detroit  United  Railway 
had  refused  to  accept  $388,000  as  the 
price   for   the   Woodward    Avenue    line 


November  12,  1921 


Electric    Railway    Journal 


877 


from  the  Grand  Belt  Line  on  Mil- 
waukee Avenue  to  the  Detroit  River, 
and  the  Fort  Street  and  West  Jefferson 
lines  from  Artillery  Avenue  to  the 
eastern  terminals  of  these  lines,  in- 
cluding Cadillac  Square  turning  facili- 
ties. The  price  mentioned,  it  was 
pointed  out,  covered  not  only  the  tracks 
but  the  overhead  system  of  poles  and 
wires  as  well.     The  company  said: 

Should  the  ordinance  be  approved  by  a 
majority  of  the  voters  and  the  civic  author- 
ities insist  upon  it  lieing  made  effective. 
then  within  ten  days  after  the  vote  has 
been  declared  official,  which  will  probably 
be  Nov.  15,  the  company  must  stop  service 
and  within  ninety  days  the  property  will 
have   to  be  removed. 

Service  May  Be  Cut  Off 

The  company  sees  not  less  than  three 
months  of  confusion  depending  upon 
weather  conditions,  and  still  further 
delay  and  confusion  while  the  Street 
Railway  Commission  is  constructing 
new  tracks  to  replace  the  ones  torn 
up.  During  that  time,  it  is  cited,  street 
railway  service  to  and  from  the  north 
end  of  Woodward  Avenue  would  be 
cut  off. 

With  the  completion  of  the  city 
tracks,  car  riders  above  the  Grand 
Belt  line  would  have  to  pay  two  fares 
to  reach  the  heart  of  the  city  and 
congestion  would  be  greater  because 
of  the  cars  of  the  Hamilton,  Twelfth 
and  Linwood  lines  of  the  municipal 
railway  being  routed  over  Woodward 
Avenue  instead  of  the  present  routes. 
The  Fort  Street  and  Woodward  Avenue 
lines  are  referred  to  as  large  transfer 
lines  used  by  people  from  all  parts  of 
the  city.  The  final  warning  was  given 
that  the  company  would  not  accept  the 
city's  offer,  pointing  out  that  in  the 
1919  appraisal  of  the  properties  by 
the  Public  Utilities  Commission  these 
tracks  were  valued  at  $2,500,000. 

In  denying  the  report  that  the  com- 
pany would  accept  the  city's  offer 
rather  than  spend  a  large  sum  in 
obeying  the  ordinance  if  it  were  ap- 
proved, the  fact  was  pointed  out  that 
there  is  an  underlying  mortgage  of 
$1,200,000  on  the  Fort  Street  line 
maturing  in  1924.  The  bonds  secured  by 
this  mortgage  were  in  the  hands  of 
the  public  before  the  line  was  purchased 
by  the  Detroit  United  Railway,  and  if 
the  company  accepted  $388,000  for  the 
parts  of  Woodward  and  Fort  lines 
mentioned  it  would  practically  mean 
more  than  half  the  amount  or  $194,000 
for  the  Fort  line.  There  would  be  a 
deficiency  of  more  than  $1,000,000  so 
that  if  the  company  is  to  lose  $1,000,000 
it  might  as  well  lose  the  entire  $1,200,- 
000,  it  is  cited. 

Holder  of  Mortgage  Brings  Suit 

The  Woodward  line  above  Pallister 
Avenue  cannot  be  secured  by  the  city 
except  by  agreement  for  years  to  come 
because  of  existing  franchises,  some  of 
which  have  been  granted  to  the  com- 
pany on  perpetual  terms.  The  question 
was  raised,  would  it  not,  therefore,  be 
better  for  the  people  of  Detroit  to  have 
the  price  to  be  paid  for  the  Fort  and 
Woodward  lines  arrived  at  by  arbitra- 
tion, all  things  to  be  taken  into  con- 
sideration, including  the  fact  that  the 
franchises  on  parts  of  the  lines  con- 
sidered have  expired? 

Suit  has  been  filed  in  the  Circuit 
Court  for  the  city  against  the  Detroit 
United  Railway  and  the  Guaranty  Trust 
Company,  New  York,  to  clear  title  to 
the  29  miles  of  so  called  day-to-day 
lines  which  are  to  be  taken  over  by  the 
city    according    to    recent    arbitration. 


The  Trust  Company  holds  the  mortgage 
on  the  Detroit  United  Railway  system 
and  refuses  to  release  mortgages  on  the 
track  and  equipment  upon  which  the 
arbitration  board  fixed  a  price.  The 
suit  filed  by  the  Corporation  Counsel 
will  determine  whether  the  Trust  Com- 
pany or  the  Detroit  United  Railway  is 
to  receive  the  money  for  the  day-to-day 
lines,  to  be  paid  according  to  the  terms 
of  the  arbitration. 


Transit  Plan  Hearing  Nov.  15 

Inquiry    Before    Commission    in    New 

York  Will  Continue  Three  Days 

a   Week 

The  Transit  Commission  of  New 
York  City  has  fixed  Tuesday,  Nov.  15, 
as  the  date  for  the  beginning  of  its 
public  examination  of  the  street  rail- 
way and  omnibus  companies,  and  has 
served  notice  upon  the  representatives 
of  each  of  the  companies  coming 
within  its  jurisdiction  to  appear  at  its 
offices,  at  11  o'clock  in  the  forenoon  of 
that  day. 

The  commission  about  three  weeks 
ago  announced  that  it  would  make  no 
effort  to  proceed  with  these  examina- 
tions during  the  progress  of  the  city 
election  campaign.  It  declared  at  that 
time  that,  while  the  publication  of  the 
plan  in  outline  had  brought  forward 
some  suggestions  bound  to  prove  con- 
structive and  of  a  helpful  tendency, 
there  had,  on  the  other  hand,  been  a 
pronounced  disposition  in  some  quar- 
ters to  make  the  matter  a  football  of 
politics  through  the  employment  of 
prejudiced  misrepresentation  and  abuse 
in  place  of  dispassionate  inquiry. 

PouTics  Eliminated 

Th^  commission  is  of  the  opinion  that 
the  subsequent  course  of  the  campaign 
has  fully  justified  this  view.  It  has 
been  convinced  that  any  attempt  to 
develop  the  plan  through  the  medium 
of  the  proposed  examinations  before 
the  end  of  the  campaign  would  have 
been  futile.  As  the  commission  has 
previously  pointed  out,  its  program  has 
nothing  to  do  with  current  politics,  and 
its  action  will  not  be  affected  either  one 
way  or  the  other  by  the  issue  of  the 
election.  Its  functions  are  clearly  de- 
fined by  law,  and  it  will  proceed,  im- 
mediately following  the  election,  as  the 
law  directs,  to  complete  its  general  plan 
of  reorganization  along  the  lines  it  has 
already  indicated. 

The  examination  of  the  companies 
is  likely  to  occupy  several  weeks.  The 
commission  plans  to  sit  on  Tuesday, 
Wednesday  and  Thursday  of  each  week 
until  this  stage  of  its  work  is  com- 
plete. It  will  then  be  prepared  to 
put  the  draft  of  its  plan  in  final  form 
for  submission  to  the  city  authorities 
and  to  the  several  companies  for  the 
formal  action  of  each. 

Under  the  law,  public  hearings  will 
be  held  upon  this  final  draft,  and  at 
various  other  stages  as  the  considera- 
tion of  the  plan  proceeds.  It  is  the 
purpose  of  the  commission  to  make 
these  hearings  as  broad  as  may  be  de- 
sired and  to  afford  the  fullest  oppor- 
tunity for  public  discussion  not  only 
of  the  plan  itself,  but  of  the  valuations 
to  be  placed  upon  such  railway  proper- 
ties as  may  be  taken  for  incorporation 
in  a  unified  system  and  the  processes 
through  which  these  valuations  are 
reached. 

The  commission,  as  it  has  already  an- 
nounced, will  require  as  a  primary  con- 
dition that  the  new  system,  when  put 


under  operation,  shall  retain  the  city- 
wide  5-cent  fare.  It  is,  moreover,  con- 
fident that  if  its  plan  is  adopted  and 
the  cost  eliminations  and  economies  it 
has  in  view  are  made  possible,  the  five- 
cent  fare  will  be  retained  without 
future  disturbance. 

The  order  of  the  commission  direct- 
ing the  attendance  of  the  representa- 
tives of  the  railroad  and  omnibus  com- 
panies was  served  upon  nearly  eighty 
companies  and  individuals  representing 
those  companies,  covering  every  street 
railroad  in  the  city,  with  the  exception 
of  the  Hudson  &  Manhattan  Railroad. 
Receivers,  where  there  are  such,  were 
also  served. 


Maximum  Pay  at  Louisville 

Forty-three  Cents 

The  wage  scale  for  platform  em- 
ployees in  effect  on  the  lines  of  the 
Louisville  (Ky.)  Railway  was  incor- 
rectly stated  in  the  Electric  Railway 
Journal,  issue  of  Nov.  5.  The  sched- 
ule for  city  operation  (in  cents  per 
hour)  is  as  follows: 

First  year 33 

Second  year 35 

Third  year 37 

P'ourth    year 39 

Fifth     year , 41 

After    the    fifth    year 43 

For  interurban  operation  the  scale  is 
1  cent  per  hour  over  the  above  rates. 


Election  Results  of  Nov.  8 

The  traction  issue  was  injected 
into  the  political  campaigns  in  New 
York,  Bridgeport  and  Youngstown  to  a 
greater  extent  perhaps  than  in  any  of 
the  other  cities  except  Detroit,  to  which 
reference  is  made  elsewhere  in  this 
issue. 

In  New  York  Mayor  Hylan,  the  pro- 
nounced advocate  of  the  5-cent  fare, 
was  re-elected  with  an  overwhelming 
plurality.  He  defeated  for  office  Henry 
H.  Curran,  who  in  a  last  hour  an- 
nouncement threatened  to  undo  some  of 
the  work  of  the  Legislature  of  last  year 
in  passing  a  bill  creating  the  New  York 
Transit  Commission,  under  which  Gov- 
ernor Miller  hopes  to  bring  about  a  set- 
tlement of  the  traction  situation  in  New 
York. 

In  Bridgeport,  where  the  battle  be- 
tween the  trolleys  and  the  jitneys  has 
been  waged  for  several  years.  Mayor 
Wilson  went  before  the  people  on  the 
avowed  platform  of  jitneys  and  the 
5-cent  fare.  His  opponent,  Mr.  At- 
water,  was  reticent  about  the  traction 
situation,  but  indicated  that  any  moves 
made  by  him  in  connection  with  this 
matter  would  be  taken  only  after  a  full 
study  had  been  made  of  all  the  details 
entering  into  the  situation.  The  people 
of  Bridgeport  evidently  want  the  trac- 
tion situation  settled  in  a  business-like 
manner,  for  they  have  voted  Mr.  At- 
water  into  office. 

At  Youngstown  George  L.  Oles  has 
been  elected  Mayor.  Mr.  Oles  is  re- 
garded as  something  of  an  eccentric. 
He  would  turn  the  streets  over  to  the 
jitneys  and  jail  citizens  who  pay  taxes 
under  the  recent  revaluation.  He  con- 
ducted a  whirlwind  campaign  extending 
over  a  period  of  several  weeks,  in  which 
he  called  to  his  aid  every  device  of  the 
publicity  promoter.  Mr.  Oles  is  a  local 
merchant  of  Youngstown  and  although 
he  has  lived  for  many  years  outside  the 
city  limits  he  removed  to  that  city  in 
time  to  take  up  his  residence  and  qual- 
ify for  election  to  office. 


878 


Electric    Railway    Journal 


Vol.  58,  No.  20 


Uniform  System  Proposed 

California   State   Railroad  Commission 

Recommends    Uniform    Accounting 

for  All   Motor   Utilities 

Frequently  the  State  Railroad  Com- 
mission of  California  meets  with 
attendant  delay  in  trying  cases  of 
motor  freight,  passenger,  express  and 
mail-carrying  lines  that  operate  on  the 
public  highways  in  the  state,  as  the 
majority  of  motor  utilities  do  not  keep 
their  books  in  sufficient  shape  to  permit 
the  commission's  accountants  properly 
to  analyze  the  claims  of  the  utilities  for 
an  increase  in  rates.  The  Railroad  Com- 
mission has  full  jurisdiction  of  these 
motor  transportation  lines  as  to  regu- 
lation of  rates,  operating  schedules  and 
other  fixed  rules.  Therefore,  the  com- 
mission took  it  upon  itself  to  prepare 
a  uniform  system  of  classification  of 
accounts  and  recommend  that  it  be  put 
in  force  and  be  complied  with.  On  Aug. 
19,  1921,  the  commission  forwarded  its 
tentative  form  of  a  system  of  accounts 
to  every  auto  freight  and  passenger- 
carrying  line  within  the  State,  asking 
that  the  carrier  comment  upon  and 
criticise  the  proposed  schedule  of  ac- 
counts. 

The  proposed  plan  as  worked  up  by 
the  commission  was  for  the  purpose  of 
aiding  this  type  of  carrier  as  much  as 
possible,  so  that  he  could  keep  his  books 
in  such  shape  to  tell  how  he  stood  as 
to  making  or  losing  money  in  his 
business.  After  the  commission  con- 
sidered that  the  tentative  schedule  of 
accounts  had  been  in  the  carriers' 
possession  a  sufficient  length  of  time 
two  meetings  were  scheduled  to  hear 
the  carriers'  views  as  to  accepting  the 
proposed  classification;  however,  the 
commission  made  it  known  that  the 
system  of  accounts  was  not  to  be  forced 
upon  the  carriers. 

It  was  known  that  several  of  the 
larger  motor  utilities  were  keeping 
their  books  under  some  sort  of  system 
of  uniform  accounting,  but  the  com- 
mission desired  to  adopt  a  system  uni- 
form to  all.  The  first  hearing  was  held 
at  San  Francisco  on  Oct.  24  for  the  car- 
riers in  the  northern  part  of  the  state 
and  a  second  hearing  was  held  in  Los 
Angeles  on  Nov.  1  for  the  southern 
section.  At  the  northern  hearing  little 
opposition  was  met,  as  practically  all 
the  carriers  entertained  the  commis- 
sion's plans;  however,  one  carrier  op- 
posed showing  in  any  one  month  his 
returns  under  income  accounts  for 
revenue  returns  from  sale  of  round- 
trip  tickets.  He  desired  to  show  in 
his  monthly  income  account  report  to 
the  commission  the  revenue  from  actual 
haul  and  to  carry  the  revenue  unac- 
counted as  yet  from  the  return  portion 
of  the  round-trip  ticket  in  a  suspense 
account  until  services  had  been  ren- 
dered for  the  other  portion  of  this 
class  of  ticket.  This  privilege  met  with 
the  favor  of  the  commission  and  other 
carriers   so   affected. 

"The  commission's  tentative  schedule 
is  in  some  manner  similar  to  the  Inter- 
state Commerce  Commission's  uniform 
system  of  classification  of  accounts  as 
prescribed  for  electric  lines.  The  com- 
mission divided  it  into  two  classes — 
Class  A  and  Class  B.  Class  A  is  for 
companies  whose  revenues  are  in  excess 
of  $20,000  per  annum,  while  Class  B 
is  for  companies  whose  revenues  are 
for  only  $20,000  or  less. 

The  commission  only  outlined  a  sys- 
tem of  accounts  for  Class  A  companies, 
stating  that  it  was  so  generally  pre- 


pared that  it  could  be  applied  to  both 
classes;  however,  the  commission 
stated  that  it  was  optional  with  the 
Class  A  companies  to  set  up  a  subdi- 
vision of  the  accounts  as  outlined  by 
the  commission,  as  the  commission 
realized  that  the  larger  carriers  had 
more  complex  problems  of  accounting 
than  the  smaller  companies. 

In  the  hearing  at  Los  Angeles  one 
of  the  largest  motor  utilities  operating 
out  of  Los  Angeles  desired  that  the 
commission  elaborate  upon  its  tentative 
schedule  of  accounts.  The  commission's 
schedule  includes  asset  and  liability  ac- 
counts, income  accounts,  revenue  and 
expense  accounts.  This  carrier  con- 
tended for  privilege  to  keep  its  ac- 
counts by  lines,  so  in  cases  of  applica- 
tion for  rate  changes  the  true  cost  of 
operation  and  income  of  particular  lines 
could  be  determined. 

The  carrier  also  contended,  that  the 
commission's  depreciation  account 
should  be  broadened  to  include  obsoles- 
cence of  motor  equipment,  as  there 
was  a  constant  improvement  in  types 
of  motor  buses  and  trucks,  and  that 
frequent  changes  in  motors  were  re- 
quired to  get  more  mileage  at  less  cost. 
Likewise,  the  prediction  of  any  pos- 
sibility of  changing  from  gas-driven 
motor  cars  to  other  types  due  to  fuel 
situation  and  other  modern  improve- 
ments in  motor  cars.  Also,  it  was  asked 
that  some  provisions  be  made  for  an 
account  to  cover  motive  power,  as  dif- 
ference types  of  motors  were  used  on 
various  equipment.  Such  motors  are 
changed  from  time  to  time  for  im- 
proved types,  and  the  cost  of  these 
changes  and  maintenance  should  be  ac- 
counted for. 

Objection  was  also  made  to  the  com- 
mission's miscellaneous  account  carry- 
ing insurance  of  all  classes.  It  was 
asked  that  an  account  known  as  "Loss 
and  Damage"  should  be  added  to  cover 
insurance  carried  on  damage  or  in- 
jury to  others'  property  or  person.  The 
general  insurance  account  would  then 
cover  insurance,  buildings  and  car- 
houses. 

The  tax  accounts  were  reviewed. 
There  was  little  opposition  as  to  the 
commission's  plans  to  have  the  state 
and  local  taxes  deducted  from  the 
operating  expenses,  while  the  account- 
ing schedule  provided  that  the  federal 
taxes  be  deducted  from  the  income  ac- 
count. In  this  respect  the  commission 
followed  to  some  extent  its  classifica- 
tion of  accounts  that  has  been  effective 
for  some  years  for  gas,  electric  light 
and  water  corporations. 

At  the  close  of  the  hearings  the 
commission  stated  that  it  was  its  in- 
tention to  draft  a  classification  of  ac- 
counts and  to  make  it  effective  as  soon 
as  possible.  The  commissions  ac- 
countants are  to  call  on  all  the  motor 
utilities  to  instruct  and  aid  them  in 
installing  this  new  uniform  system  of 
accounts. 

Public  Ownership  Recommended 

The  public  utilities  committee  of  the 
Board  of  City  Development  of  Amarillo, 
Tex.,  through  its  chairman  J.  N.  Riggs, 
has  filed  its  report  recommending  public 
ownership  of  all  public  utilities,  includ- 
ing street  car  lines,  in  that  city.  There 
has  been  considerable  dissatisfaction  in 
Amarillo  over  the  street  car  service 
and  the  line  has  been  placed  in  receiver- 
ship and  service  discontinued  for  a 
time.  The  people  of  the  city  finally 
took  the  lines  over  and  are  now  operat- 
ing them. 


"No  Smoking  Allowed" 

The  Chicago  Journal  recently  pub- 
lished the  following  dialogue  which 
contains  a  significant  moral  presented 
in  an  effective  way  and  perhaps  of 
special  interest  from  the  standpoint  of 
merchandising  transportation. 

(Scene:  The  front  platform  of  a  street 
car.  Typical  hard-boiled  motorman  is 
gossiping  with  passenger.  Second  passen- 
ger enters  from  car  smoking  a  cigarette. 
Motorman  glares  at  cigarette  and  then  at 
sign  "No  Smoking  Allowed  on  Platform." 
Second  passenger  continues  to  smoke  with 
studied  indifference.) 

Motorman  (continuing  conversation  with 
first  passenger) :  When  the  union  tells  me 
to  walk  out,   I   walk. 

First  Passenger :  Ha,  ha !  So  does  every- 
body   else. 

Motorman  (glaring  at  second  passenger) : 
T'can't  smoke   out   here,   buddy. 
Second  Passenger:   Why? 
Motorman    (savagely) :    It's    against    the 
rule.    No    smoking,    see?      Can't    you    read 
that  sign? 

Second  Passenger  (calmly) :  Sure  enough, 
you  have  a  sign.  How  droll.  But  tell  me, 
my  good  man,  you  don't  care  for  the  rules, 
do  you? 

Motorman  (triumphantly) :  Oh,  don't  I, 
though.   I'll  say  I  do. 

Second  Passenger  (nonchalantly) :  Well, 
well.  That's  quaint.  I'd  never  suspected 
it.  As  a  matter  of  fact,  since  I  have  been 
standing  here  you've  violated  five  of  the 
company's  rules. 

Motorman  (sputtering) :  1 — I — wad  d'ye 
mean,  huh? 

Second    Passenger    (taking    a    deep    puff 
and    exhaling   slowly) :    Well,    in    the    first 
place   you  were  talking  to   that  passenger. 
Motormen    are    forbidden    to    talk    to    pas- 
sengers while  on  duty.     As  you  would  say, 
"Can't  you  read  that  sign?" 
Motorman    (flushes) :    I — I — 
Second    Passenger:    Exactly.      Also,   as   I 
stood  here  you  spit  on  the  floor.     That   is 
not   only   against   the   company's   rule,    but 
it   is   a   violation   of   the  city   ordinance   as 
well,   punishable  by  a  fine  of  tS   to  $25. 
Motorman    (gasping)  :    Why — why — 
Second  Passenger  (lighting  another  ciga- 
rette) :    Also,    you    started    your    car    back 
there  about  six  blocks  before  you   got  the 
bell.      Also,    you    started    your   car    on   the 
last  corner  before  a  passenger  had  alighted 
and    your    door    was    closed.      Would    you 
like   to   hear  the  other  one? 

Motorman:  Say.  who  are  you,  anyway? 
Second  Passenger  (exhaling  reflectively) : 
You  needn't  be  alarmed.  I'm  not  a  spot- 
ter. But  I  would  suggest  that  in  the  future 
you  observe  a  few  rules  yourself  before 
vou  impose  them  on  the  public  and,  what's 
inore  important  still,  that  you  learn  to 
speak  courteously  instead  of  hollering  like 
a  Comanche  at  a  passenger  who  may  be, 
as  I  was,  unaware  that  smoking  on  the 
front  platform  was  no  longer  allowed.  Next 
corner,   please. 

Motorman  (as  he  lets  second  passen- 
ger oft):    Well.   I'll  be— 


Predicts  Electric  and  Steam  Lines 
Will  Handle  Freight  Traffic 

J.  L.  O'Toole  of  the  Public  Service 
Railway,  Newark,  N.  J.,  in  speaking 
recently  before  the  New  Jersey  Indus- 
trial Traffic  League,  said  that  day 
would  undoubtedly  arrive  when  electric 
lines  will  be  used  in  a  co-operative 
plan  with  the  steam  railroads  and 
with  motor  lines  for  the  movement  of 
freight. 

Mr.  O'Toole  told  of  a  law  passed 
years  ago  giving  street  railways  the 
right  to  carry  freight  in  municipalities 
where  sanction  was  given  by  the  gov- 
erning body.  It  was  later  amended  so 
that  the  permission  of  municipalities 
of  less  than  12,000  population  was  not 
necessary,  and  again  at  a  later  date 
permission  was  given  electric  rail- 
ways to  carry  freight  from  11  o'clock 
at  night  to  6  o'clock  in  the  morning 
without  approval  of  municipalities. 

Mr.  O'Toole  stressed  the  fact  that 
the  investment  of  as  much  money  as 
this  plan  would  require  was  not  war- 
ranted at  this  time. 


November  12,  1921 


Electric    Railway    Journal 


879 


Indiana  Commission  to  Decide 
Paving  Question 

The  Indiana  Public  Service  Commis- 
sion will  be  asked  to  decide  whether  the 
Indianapolis  Street  Railway  will  be  re- 
quired to  pay  paving  costs  between 
tracks  in  the  future.  This  is  in  accord- 
ance with  an  agreement  reached  re- 
cently at  a  conference  between  repre- 
sentatives of  the  company  and  members 
of  the  board  of  public  works.  Mark  H. 
Miller,  chairman  of  the  board  of  works, 
said  that  orders  are  being  entered  for 
the  railway  to  pave  between  tracks  on 
four  streets  now  being  paved  for  the 
first  time.  Dr.  Henry  Jameson,  chair- 
man of  the  board  of  directors  of  the 
company,  who  was  accompanied  at  the 
conference  by  Robert  I.  Todd,  president 
and  general  manager,  said  that  the  mat- 
ter will  be  referred  to  the  Public  Serv- 
ice Commission  as  soon  as  notice  is  re- 
ceived by  the  company  for  paving. 

Samuel  Ashby,  city  corporation  coun- 
sel, agreed  that  the  points  in  dispute 
should  be  settled  by  the  commission  at 
once.  The  company  was  required  to  pay 
paving  costs  in  the  old  franchise  which 
was  surrendered  on  June  4,  when  the 
company  relinquished  its  franchise  in 
order  to  operate  under  state  control. 
Provisions  of  an  ordinance  just  passed 
by  the  City  Council  continues  in  effect 
all  terms  of  the  old  franchise  except 
those  inconsistent  with  powers  of  the 
State. 

Under  the  public  utilities  law  of  1913 
the  company  takes  the  stand  that  orders 
for  paving  between  tracks  are  unreas- 
onable. A  number  of  service  questions 
were  up  for  discussion  at  the  confer- 
ence for  the  first  time  since  the  fran- 
chise was  surrendered  early  last  sum- 
mer. Among  them  was  extension  of 
the  College  Avenue  line  from  Forty- 
sixth  Street  to  the  city  limits,  just  south 
of  Fifty-second  Street.  The  board  is- 
sued an  order  for  the   extension. 


The  Real  Gist  of  It 

At  the  hearing  in  Hartford  before 
the  Public  Service  Commission  to  which 
reference  was  made  in  the  Electric 
Railway  Journal  for  Oct.  29,  page 
798,  the  experience  of  the  Connecticut 
Company  in  running  autos  was  com- 
mented on.  In  alluding  to  the  facts 
then  brought  out  the  New  Haven 
Register    said: 

It  is  the  testimony  of  the  Connecticut  Com- 
pany that  motor  omnibus  linos  cost  more 
than  trolley  lines.  Most  of  these  lines  it 
is  running  at  a  loss,  it  testifies.  This  is 
easily  believable,  nor  is  it  surprising.  The 
company  can  afford  to  run  some  of  them 
at  a  loss,  if  necessary,  as  feeders  for  its 
electric  lines.  Some  of  these  short  lines 
are  transfer  lines  only,  taking  in  little  or  no 
cash.  The  company  has  established  them 
in  response  to  a  demand  and  to  save  the 
expense  of  laying  new  lines  of  track. 

But  the  testimony  of  the  Connecticut 
Company  on  its  experience  in  running  bus 
lines  should  furnish  something  for  the  two 
ardent  jitney  enthusiasts,  who  talk  about 
substituting  jitneys  for  trolleys  altogether, 
to  think  about.  It  may  be  questioned 
whether  the  Connecticut  Company  has  uni- 
formly made  a  success  of  the  transporta- 
tion business,  but  at  least  it  has  had  ex- 
perience. It  It  cannot  make  short  lines 
where  the  jitney  has  everything  to  itself 
pay.  can  others? 

The  Connecticut  Company  does  not  talk 
of  discontinuing  these  non-paying  lines.  It 
can  afford  to  keep  on  losing  money  on  them, 
providing  it  can  get  the  business  on  its 
rail  lines.  But  supposing  it  were  an  inde- 
pendent company  or  an  individual  con- 
cerned. Would  not  it  be  likely  to  discon- 
tinue forthwith  lines  that  were  losing 
money?  That  to  do  that  would  deprive  per- 
sons in  a  certain  locality  of  transportation 
altogether  and  without  warning  would  not 
be  a  consideration.  The  brusque  answer 
would  be  that  the  jitney  owners  were  not 
running   lines   to   amuse    the    public    but   to 


make  money.  The  trolley  company  has 
certain  charter  responsibilities  which  do 
not  circumscribe  the  jitney  operator.  This 
essential  difference  is  something  tor  the 
serious  consideration  of  those  who  think 
we  should  all  be  assured  of  unlimited 
happiness  in  the  event  of  killing  off  the 
trolley  with   the  Jitney. 


"Legion  Number  of  The 

Railwayan" 

Having  some  1,500  ex-service  men  in 
its  employ,  the  Kansas  City  (Mo.)  Rail- 
ways has  published  a  special  issue  of 
the  Railwayan  devoted  to  them  and  in 
honor  of  the  occasion  of  the  third  an- 
nual convention  •  of  the  American 
Legion  held  in  Kansas  City  last  week. 
The  issue  contains  eighty-six  pages  of 
pictures  of  the  employees  who  served 
in  the  great  war,  various  scenes  taken 
during  the  struggle,  numerous  stories 
covering  the  incidents  of  service  of 
various  employees  and  stories  of  some 
of  the  outstanding  engagements.  The 
magazine  forms  a  souvenir  which  will 
be  of  immense  interest  to  the  ex- 
soldiers  now  engaged  in  the  street  rail- 


CovER  OF  Contribution  of  Railway  to 
Legion  Convention  Publicity 


way  service,  and  it  is  a  great  credit  to 
those  who  are  responsible  for  its  com- 
pilation and  publication. 

Approximately  100,000  visitors  were 
expected  to  be  in  Kansas  City  during 
the  convention,  which,  added  to  the 
regular  business  handled  by  the  street 
railways,  meant  a  considerable  under- 
taking to  provide  adequate  transporta- 
tion. In  addition,  at  the  end  of  the 
Sunset  Hill  car  line,  there  was  one  of 
the  greatest  flying  machine  contests 
ever  held,  which  again  multiplied  the 
task  of  the  company.  More  than 
seventy  airplanes  of  different  makes 
were  entered  and  a  crowd  of  sixty  to 
seventy-five  thousand  people  attended. 


Curtailment  Policy  Under  Way — 

Railway  Still  Reports  Deficits 

General  business  depression  and  a  25 
per  cent  reduction  in  traffic  have  been 
the  reasons  for  the  monthly  deficits  re- 
ported by  the  Wilmington  &  Philadel- 
phia Traction  Company,  Wilmington, 
Del.  This  opinion  was  recently  ex- 
pressed by  T.  W.  Wilson,  vice-president 
and  general  manager  of  the  property, 
who  appeared  before  the  Board  of  Pub- 
lic  Utility  Commissioners  in  response 


to  the  board's  request  to  explain  the 
deficits. 

Mr.  Wilson  said  the  company  was 
doing  everything  it  could  to  reduce 
the  deficit,  that  every  department  was 
showing  some  curtailment;  the  month 
of  September  was  a  far  better  month 
than  August  and  that  he  was  hopeful 
for  the  future. 

The  commissioners  with  Mr.  Wilson 
and  company  officials  discussed  the 
earnings  of  the  various  lines,  type  of 
equipment  and  the  burdensome  subur- 
ban routes.  When  the  conference  was 
terminated  the  commission  thanked  the 
traction  officials  for  their  co-operation. 


New  Wage  Scale  Proposed. — Discus- 
sion of  a  new  wage  scale  to  go  into 
effect  Nov.  15  has  been  started  be- 
tween the  Cincinnati  (Ohio)  Traction 
Company  and  the  Electrical  Workers' 
Union.  The  traction  company  proposes 
a  30  per  cent  wage  reduction.  Foremen 
now  receive  97i  cents  an  hour  and 
linemen  87J  cents.  The  union  asks  for 
a  10  per  cent  increase. 

Oil  Production  Drops. — According  to 
the  United  States  Geological  Survey  oil 
production  in  September  fell  off  con- 
siderably in  comparison  with  output  of 
August  and  September  a  year  ago.  The 
average  daily  barrels  in  September, 
1921,  was  1,215,633,  against  1,321,484 
just  the  month  previous.  The  total  pro- 
duction in  September  was  36,469,000, 
against  37,889,000  in  September,  1920, 
and  40,966,000  in  August,  1921. 

Emergency  Service  Supplied. — ^When 
pressed  for  cars  during  the  Harvard- 
Princeton  football  game  at  Princeton 
on  Nov.  5  the  New  Jersey  &  Pensyl- 
vania  Traction  Company  placed  a  mon- 
ster freight  car  in  service  for  the  trans- 
portation of  passengers.  It  was  the 
first  time  that  the  company  has  had  to 
resort  to  using  a  freight  car  for  pas- 
sengers and  it  worked  very  satisfac- 
torily. 

One-Man  Cars  to  Be  Operated. — The 
British  Columbia  Electric  Railway,  Van- 
couver, B.  C,  will  soon  put  in  opera- 
tion about  thirty  new  one-man  cars, 
which  have  cost  more  than  $150,000. 
Resort  to  this  operation  is  the  result 
of  decreased  revenue.  The  first  cars  of 
this  type  will  be  run  in  North  Van- 
couver, Victoria,  Westminster  and  out- 
lying districts  of  Vancouver  where 
traffic  is  not  heavy. 

Franchise  Extensions  Granted. — The 
City  Commission  of  Dallas,  Tex.,  has 
again  granted  extension  of  time  on 
the  franchises  granted  the  Dallas 
Southwestern  Traction  Company  and 
the  Dallas  Northwestern  Traction  Com- 
pany. Original  grant  of  these  fran- 
chises, which  contemplated  the  build- 
ing of  two  interurban  lines  out  of 
Dallas,  one  toward  the  southwest  and 
the  other  toward  the  northwest,  was 
made  in  1906,  and  extensions  of  time 
have  been  granted  yearly  since  the  first 
expiration.  E.  P.  Turner  of  Dallas  is 
named  as  president  of  the  two  com- 
panies. Mr.  Turner  assigns  tightness 
of  the  money  market  and  the  high  cost 
of  materials  and  labor  as  the  reasons 
for  the  company  not  building  the  lines 
Immediately. 


880 


Electric    Railway    Journal 


Vol.  58,  No.  20 


Readjustment  Planned 

Present     Financial     Structure     of     the 

Eastern     Massachusetts     Precludes 

Success,  Say  Trustees 

The  public  trustees  of  the  Eastern 
Massachusetts  Street  Railway  in  a 
statement  issued  to  bondholders  and 
stockholders  said  that  they  are  con- 
vinced the  company  cannot  become  a 
financial  success  with  its  present  capital 
structure.  They  have  formulated  a  plan 
which  has  been  approved  by  the  largest 
holders  of  each  class  of  securities. 

Briefly  the  readjustment  is  made  nec- 
essary by  the  fact  that  during  the  two 
years  and  more  which  it  has  taken  the 
trustees  to  put  the  property  in  good 
physical  condition,  and  in  a  position  to 
earn  the  "cost  of  service,"  charges  have 
been  accumulating  in  the  form  of  de- 
ferred bond  interest  and  cumulative  div- 
idends. The  trustees  are  strongly  of 
the  opinion  that  the  credit  of  the  com- 
pany can  be  restored  and  maintained 
only  by  refunding  the  deferred  interest 
on  bonds,  removing  the  accumulations 
from  the  various  classes  of  stocks  and 
placing  the  company  in  a  situation 
where  surplus  earnings  each  year  over 
the  bond  interest  requirements  may  be 
used  for  payment  of  dividends. 

The  new  plan  provides  that  the  $976,- 
590  of  extended  coupons  of  refunding 
mortgage  bonds,  Series  A,  B,  C  and  D, 
are  to  be  canceled  and  the  penalty 
waived  in  exchange  for  $732,442  in  one 
to  seven-year  6  per  cent  serial  bonds 
with  a  State  guarantee,  payable  Feb- 
ruary, 1923,  through  1929.  The  $739,- 
000  Series  D;  $500,000  Series  E  refund- 
ing bonds  of  1925  and  $972,000  Series 
D  refunding  bonds  of  1927  are  to  be 
extended  to  1948.  The  sinking  fund 
stock  is  to  be  exchanged  for  first  pre- 
ferred stock  eliminating  sinking  fund 
and  to  receive  $518,240  in  common 
stock  for  dividends  to  Feb.  1,  1922. 

The  first  preferred  stock  is  to  receive 
$138,884  in  common  stock  for  dividends 
accrued  to  Feb.  15,  1922.  In  the  case  of 
the  preferred  B  stock  the  dividends  ac- 
cumulated to  Feb.  1,  1922,  are  to  be 
canceled.  The  adjustment  stock  is  to 
be  made  non-cumulative  and  dividends 
accumulated  to  Feb.  1,  1922  canceled. 
The  plan  provides  for  $657,123  of  com- 
mon stock  either  by  a  surrender  of 
stock  or  reduction  in  par  value.  This 
would  reduce  shares  held  by  common 
stock  holders  by  about  10  per  cent. 

Under  the  trustee  plan  now  in  effect 
the  company  can  have  a  net  round  in- 
come applicable  to  fixed  charges  and 
stock  dividends  of  only  $2,400,000.  Any 
increased  revenue  must  be  applied  to- 
ward a  reduction  of  fares.  Notwith- 
standing the  fact  that  the  company  is 
now  earning  its  cost  of  service  it  has 
not  been  able  to  pay  interest  on  series 
A,  B,  C  and  D  of  its  refunding  mort- 
gage bonds  during  1920.  This  deferred 
interest  amounts  to  $976,590  and  ma- 
tures Dec.  31,  1925. 

On  Jan.  1  of  each  year  from  1922  to 
1929  inclusive  $300,000  of  the  serial 
refunding  bonds,  the  principal  of  which 
is  guaranteed  by  the  state,  becomes 
due.  The  first  two  maturities  of  $50,- 
000  each  due  Jan.  1,  1920  and  1921,  al- 
though paid  by  the  State,  must  be  re- 


paid out  of  the  first  income  otherwise 
applicable  to  dividends. 

Including  the  $300,000  of  serial  bonds 
and  the  $100,000  already  refunded  by 
the  State  the  company  has  obligations 
of  $12,112,908  which  will  mature  before 
1930.  The  trustee  plan  does  not  pro- 
vide for  the  refunding  of  the  major  por- 
tion of  these  obligations  nor  does  the 
act  permit  it  except  in  accordance  with 
the  general  laws  of  the  State,  which  do 
not  allow  bond  issues  in  excess  of  the 
paid-in  capital. 

In  the  light  of  actual  experience  the 
1919  reorganization  plan  was  too  hope- 
ful of  immediate  results.  The  trustees 
believe  that  if  the  company  is  to  be  put 
in  a  position  to  meet  or  refund  its 
obligations  as  they  become  due  steps 
must  be  taken  immediately  to  establish 
sound  credit.  In  order  to  do  this  the 
preferred  stocks  must  be  put  on  a  divi- 
dend-paying basis  in  the  near  future. 
So  that  as  it  becomes  necessary  to 
sell  additional  stock  prior  issues  will 
have  had  a  creditable  dividend  record. 

Under  existing  conditions  there  is  not 
the  slightest  prospect  of  any  dividend 
being  paid  upon  any  class  of  stock  for 
an  indefinite  period,  and  no  payments 
can  be  made  to  the  sinking  fund  for  the 
redemption  of  sinking  fund  stock  until 
all  dividends  on  the  first  preferred  and 
sinking  fund  stocks  have  been  paid. 


Government  Denies  Claim 

The  United  States  Government 
through  the  War  Department  has  re- 
fused the  claim  of  the  Georgia  Rail- 
way &  Power  Company,  Atlanta,  Ga., 
to  recover  the  sum  of  $123,363,  which 
has  been  the  net  loss  to  the  company 
for  building  the  Camp  Gordon  line. 

In  his  claim,  which  was  submitted 
last  August  President  Arkwright  of 
the  power  company  said  that  the  gov- 
ernment was  anxious  to  have  electric 
railway  service  to  the  camp  and  it 
was  supposed  that  the  camp  would  be 
maintained  a  sufficient  length  of  time 
to  justify  the  expenditure.  A  portion 
of  the  line  to  Oglethorpe  University 
will  be  retained.  The  application  made 
by  the  railway  for  the  reimbursement 
was  along  the  same  lines  offered  by 
the  city  of  Atlanta  in  seeking  a  re- 
covery of  investment  in  the  water  mains 
to  the  camp. 


October  Operation  Successful 
in  Toledo 

The  operations  of  the  Community 
Traction  Company,  Toledo,  Ohio,  for 
the  month  of  October  will  show  a  sur- 
plus of  nearly  $20,000,  which  will  take 
care  of  all  deficits  in  various  funds  set 
up  with  the  exception  of  the  stabilizing 
fund.  It  is  expected  that  a  gain  will  be 
made    in   that   fund   during   November. 

The  sinking  fund,  which  represents 
cash  ownership  of  the  lines  by  the  city, 
is  now  at  $159,375. 

The  stabilizing  fund  is  $53,333.  It 
started  in  February  at  $400,000.  There 
is  not  much  chance  of  the  car  fares 
going  higher  since  Commissioner  W.  E. 
Cann's  preliminary  figures  for  October 
operation  have  more  than  held  good. 
A  raise  in  fare  was  contingent  upon  the 
operation  for  that  month. 


Opposition  on  Abandonment 
Voiced 

Opposition  has  developed  in  a  number 
of  quarters  to  the  proposal  of  the 
Indiana,  Columbus  &  Eastern  Traction 
Company  of  Cincinnati,  Ohio,  to  aban- 
don three  branch  lines  of  its  system. 
Application  filed  with  the  State  Public 
Utilities  Commission  has  elicited  pro- 
test from  Prosecuting  Attorney  John 
R.  King  of  Franklin  county,  who  prom- 
ises to  fight  the  application  before  the 
commission. 

Contests  are  also  predicted  on  the 
part  of  several  concerns  which  are 
served  with  power  by  the  company, 
who  will  be  deprived  of  such  service 
if  the  lines  in  question  are  abandoned. 

The  application  was  filed  by  J.  H. 
McClure,  receiver  for  the  company. 
The  commission  has  assigned  the  matter 
for  hearing  on    Dec.   14. 

The  protest  of  Prosecutor  King  is 
directed  toward  abandonment  of  the 
line  from  Columbus  to  Orient,  a 
distance  of  12.1  miles.  This  single 
track  line  was  built  in  1900-1901  and 
obtained  a  franchise  from  the  Colum- 
bus city  council  in  July,  1909,  expiring 
in  1934.  The  line  was  leased  by  the 
Ohio  Electric  Interurban  Company  Aug. 
31,  1917  and  operated  by  that  company 
until  Jan.  25,  1921,  when  it  was  taken 
over  by  B.  J.  Jones,  receiver  for  the 
Ohio  Electric  and  operated  under  his 
management  until  July  15.  After  that 
time  Mr.  McClure,  appointed  receiver 
for  the  I.,  C.  &  E.,  took  charge  of  the 
branch  line,  the  lease  to  the  Ohio  Elec- 
tric having  been  cancelled  by  order  of 
the  Federal  court  for  the  Southern 
Ohio  district  Aug.  5.  On  Oct.  18  the 
court  ordered  the  line  to  be  abandoned 
and  the  application  to  the  state  com- 
mission   followed. 

The  other  lines  which  the  company 
seeks  to  discontinue  are;  from  Carlisle 
Junction  to  New  Carlisle,  a  4.22-mile 
single  track,  the  franchise  on  which 
expires  in  1924,  and  the  single  line 
from  Lima  to  Defiance,  covering  a  dis- 
tance of  39.92  miles,  originally  char- 
tered as  a  steam  road,  electrified  and 
reconstructed  in  1907.  Its  franchise 
expires  in  1932.  The  matter  was  re- 
ferred to  in  the  Electric  Railway 
Journal,  issue  of  Oct.  22. 

Net  Income  Increases  in 
.  September 

An  increase  of  more  than  $113,000 
in  net  income  is  shown  by  the  com- 
parative statement  of  operations  for 
September,  1921,  compared  with  Sep- 
tember, 1920,  filed  recently  by  the  Pub- 
lic Service  Railway,  Newark,  N.  J., 
with  the  Board  of  Public  Utility  Com- 
missioners. The  net  income  for  Septem- 
ber of  last  year  showed  a  deficit  of 
$104,495.  A  favorable  balance  of 
$9,175  was  reported  for  September, 
1921,  a  gain  of  more  than  $113,000. 

Revenue  from  transportation  in 
September  of  this  year  amounted  to 
$2,082,808,  compared  with  $2,227,081 
for  September,  1920.  The  total  oper- 
ating revenue  for  September  was  $2,- 
130,458,  compared  with  $2,273,032  for 
the  corresponding  month   of  last  year. 

Cost  of  conducting  transportation 
decreased  from  $820,112  for  September 
of  last  year  to  $625,598  last  month. 
The  decrease  was  mainly  due  to  a  re- 
duction in  the  amount  paid  for  wages. 
In  September  of  last  year  the  wages  of 
passenger  conductors,  motormen  and 
trainmen  amounted  to  $621,834,  com- 
pared with  $460,381  in  September,  1921. 


November  12,  1921 


Electric    Railway    Journal 


881 


Large  Loss  Likely 

§2,453,726   Deficit  Probable   in   1921   If 
Seattle    Operates    Municipal    Rail- 
way at  Five-Cent  Fare 

In  a  report  to  Mayor  Hugh  M.  Cald- 
well and  the  City  Council  D.  W.  Hen- 
derson, Superintendent  of  Railways, 
stated  recently  that  a  5-cent  fare  on 
the  Seattle  (Wash.)  Municipal  Rail- 
way would  result  in  a  deficit  in  the  year 
1922  of  $2,453,726.  This  figure  'was 
based  on  an  estimated  increase  of  3 
per  cent  in  the  number  of  riders  under 
the  reduced  fare  and  taking  into  con- 
sideration Councilman  C.  B.  Fitzger- 
ald's proposal  of  transfer  privilege  on 
8i-cent  tokens. 

The  estimated  revenues,  under  the 
Fitzgerald  plan,  according  to  Mr.  Hen- 
derson's figures,  would  be  $4,452,033, 
while  the  estimated  cost  of  operating 
the  railway  next  year  is  $6,905,760. 
The  report  prepared  by  Mr.  Henderson 
follows : 


is  a  falling  off  of  4,807  pay  passengers 
compared  with  June,  notwithstanding 
that  during  the  last  half  of  September 
no  jitneys  were  being  operated. 

Mr.  Henderson,  who  recently  re- 
turned from  a  trip  through  eastern 
cities,  submitted  to  the  Council  data 
showing  that  the  decrease  in  the  num- 
ber of  car  riders  is  not  confined  to 
Seattle. 

Some  Startling  Statistics 

As  a  sidelight  on  the  Seattle  situa- 
tion, Mr.  Henderson  compared  the 
private  automobile  traffic  of  August, 
1915,  with  August,  1921,  by  a  check  of 
the  daily  drawbridge  traffic  in  the  city. 
It  showed  that  the  street  railway  pas- 
sengers over  the  bridges  totaled  60,278 
in  August  this  year  and  passengers  in 
private  cars  8,642  in  August,  1915.  In 
1921,  the  street  railway  passengiers 
numbered  80,085,  and  passengers  in 
private   cars,  59,153.     The  increase   in 


E.stimated  revenue,  based  on    5-cent  fare  and  H  cents  for  transfers,  and  based   on 
passengers  carried  in  September,   1921,  plus  3  per  cent  increase: 

10-cent    cash     fares 382,483  plus  3  per  cent       393,957 

8J-cent   cash   fares 5,484,630  plus  3   per  cent  5,649,169 


6,043,126   at  5  cents 

3-cent  cash   fares,    no    increase,    4,221 

25-cent  cash   fares,  no  increase,   177,303 

S.  &  R,  V.  transfers.   67,549,   plus  3   per  cent.  69,575  at  5  cents 

Transfers,  1,573,682,  less  5  per  cent,  1,494,998,  at  3 J  cents 


Miscellaneous    revenue 


Total  for  one  month . 


$302,156 

126 

4,432 

3,478 

49.783 

$359,977 
11,025 

$371,002 

Twelve  months    $4,452,033 

Operation — 

Estimated     expense     for     1922      $3,246,394 

Supplies  and  expense 1,499,616 

Betterments      9.000 

Interest     789,591 

Bond    redemption     843.000 

Due   general    fund    318,157 

Depreciation      200,000 

Deficit     jl 


$2,453,726 


$6,905,760  $6,905,760 


In  a  letter  to  the  City  Council, 
Mayor  Caldwell  called  attention  re- 
cently to  the  report  of  the  municipal 
railway  for  September,  showing  that 
under  the  8S-cent  fare  and  with  the 
$20,000  depreciation  set  aside  by  ordi- 
nance, the  revenues  were  $11,111  below 
the  amount  necessary  to  meet  all 
charges.  He  asked  that  this  be  con- 
sidered by  the  Council  in  passing  on 
transportation  matters,  particularly 
the  proposed  5-cent  fare  ordinance. 

Mayor  Caldwell  Anxious 

Mayor  Caldwell  has  announced  that 
he  will  ask  the  Corporation  Counsel 
for  an  opinion  as  to  whether  the 
adoption  of  the  5-cent  fare  on  the 
municipal  lines  would  lead  to  any  legal 
difficulties  with  Stone  &  Webster  in 
case  the  revenues  under  the  reduced 
fare  are  insufficient  to  meet  the  lia- 
bility in  the  contract.  In  the  contract, 
the  city  binds  itself  to  "establish  and 
maintain  rates  for  transportation  upon 
such  municipal  street  railway  system 
which  shall  provide  sufficient  revenues 
to  permit  such  sums  being  paid  into 
such  special  fund  which  the  city  has 
pledged  to  be  set  aside  semi-annually 
for  interest  and  annually  for  principal, 
to  be  anplied  to  the  payment  of  princi- 
pal and  interest  of  the  bonds  author- 
ized, until  such  bonds  have  been  paid  in 
full,  and  in  addition  thereto  all  costs 
of   operation   and   maintenance." 

Mayor  Caldwell  calls  attention  to 
the  fact  that  the  September  report 
shows  that  6.119.191  pay  passengers 
were  carried  during  the   month.    This 


street  railway  traffic  shown  by  the 
comparison  is  32.86  per  cent,  and  the 
increase  in  private  car  traffic,  584  per 
cent. 

Passengers  carried  on  jitneys  are  not 
included  in  these  figures. 


Effort  Made  to  Fix  Value  for 

Properties  at  Kokomo 

Representatives  of  the  Indiana  Pub- 
lic Service  Commission,  of  the  city  of 
Kokomo,  Ind.,  and  of  the  Indiana  Rail- 
ways &  Light  Company  met  recently  to 
place  a  valuation  upon  the  property  of 
the  company.  The  company  operates 
an  electric  interurban  railroad  between 
Frankfort  and  Kokomo,  Ind.,  besides 
electric  distribution  systems  in  the 
Kokomo  territory.  The  commission  sub- 
mitted figures  of  $3,529,965  on  the 
basis  of  its  reproduction  cost  in  1916. 
The  properties  were  appraised  at  $4,- 
299,533  on  the  basis  of  the  average 
reproduction  costs  in  the  last  ten  years, 
which  included  war-period  prices. 
Cecil  F.  Elmes,  a  representative  of 
Sanderson  &  Porter,  submitted  a  valua- 
tion of  $4,226,387  for  the  ten-year 
period.  Mr.  Elmes  also  submitted  a 
$5,541,669  valuation  as  of  last  Feb- 
ruary. The  property  of  the  company 
was  figured  in  the  proposed  forma- 
tion of  the  Indiana  Electric  Corpora- 
tion in  August  at  $4,480,000  by  W.  E. 
Vogelback.  Mr.  Garman,  for  the  com- 
mission at  that  time,  figured  the  com- 
pany's property  at  $3,584,037.  Engi- 
neers for  the  state  board  of  tax  com- 
missioners   appraised    the    property    at 


$2,844,370  for  tax  purposes.  Commis- 
sioner Glen  Van  Auken  heard  all  in- 
terested persons.  With  other  members 
of  the  commission  he  will  work  out 
an  order  in  which  the  valuation  will 
be  fixed.  Representatives  of  the  In- 
diana Electric  Corporation  have  said 
that  the  corporation  again  will  peti- 
tion the  commission  for  authority  for 
the  proposed  consolidation.  The  com- 
mission declined  to  authorize  the  con- 
solidation on  the  basis  proposed  in 
August. 


Berlin  Railway  Operates 
Successfully 

Through  a  well-defined  plan  of  re- 
organization and  increased  fares  Ber- 
lin railway  lines  are  now  operating  on 
a  paying  basis.  According  to  an 
article  in  the  Berlin  Vorwaerts  by  Hugo 
Peotzsch  the  city  of  Berlin  has  turned 
the  monthly  deficit  of  20,000,000  marks 
which  was  incurred  in  the  operation  of 
street  railways  when  the  consolidation 
of  various  lines  of  Berlin  was  brought 
about  in  October,  1920,  into  a  surplna 
during  the  last  few  months. 

Of  course,  an  increase  in  fares  ma- 
terially helped  the  situation.  This  ad- 
vance from  10  pfennigs  before  the  war 
to  80  pfennigs  (i  cent  at  present  ex- 
change rates)  soon  cut  the  deficit  to  12,- 
000,000  marks.  It  is  reported  that  the 
fares  will  be  advanced  on  Dec.  1  to  1 
mark  30  pfennigs. 

The  work  of  reorganization  included 
a  reduction  in  the  number  of  directors' 
offices,  with  a  cut  in  the  force,  the  hir- 
ing of  experts  to  repair  the  rolling 
stock,  extension  of  freight  service  and 
better  exploitation  of  the  advertising 
possibilities. 


Financial 
News  Notes 


I" ' " uiiiiiiiinmiiii 


Mr.  Borland  Made  a  Director. — Bruce 
Borland  has  been  elected  a  director  of 
the  Chicago  (111.)  Railways,  succeeding 
the  late  Seymour  Morris.  Other  direc- 
tors have  been  re-elected. 

$400,000  Net  Income  Realized^ — 
Market  Street  Railway  Income  State- 
ment for  six  months  ended  Sept.  30, 
1921,  shows  a  railway  operating 
revenue  of  $4,679,962.  After  deduct- 
ing operating  expenses,  the  net  revenue 
from  railway  operations  is  $1,092,807. 
Taxes  amounted  to  $303,000  and  non- 
operating  income  $19,363.  This  gives  a 
gross  income  of  $809,170,  which  after 
deducting  $397,890  per  bond  interest, 
leaves  a  net  income  of  $411,280  to  cover 
Federal  Income  Tax  and  allowances  for 
sinking  funds  or  betterments. 

Large  Sums  Spent  in  Relief. — H.  H. 
Vreeland,  director  of  the  Welfare  De- 
partment of  the  New  York  Railways, 
has  submitted  the  annual  report  of  his 
department  for  the  year  ended  June 
30,  1921.  The  various  features  of  this 
work  and  the  amount  of  money  needed 
to  carry  on  the  activities  involved  are 
noted  in  the  disbursement  account  of 
the  New  York  Railways'  Association. 
From  July  1,  1920,  to  June  30,  1921, 
a  total  of  $22,435  was  spent.  In  this 
sum  are  included  sick  benefits  amount- 
ing to  $8,149:  death  claims,  $7,500; 
medical  fees,  $4,200,  and  other  items, 
including  printing,  stationery,  etc. 


882 


Electric    Railway    Journal 


Vol.  58,  No.  20 


Only  Arguments  Remain 

Illinois  Commission  Will  Take  Chicago 
Lower  Fare  Plea  Under  Considera- 
tion on  Nov.  14 

Except  for  the  presentation  of  argu- 
ments, the  fare  case  of  the  Chicago 
Surface  Lines  is  now  in  the  hands  of 
the  Illinois  Commerce  Commission  for 
decision.  Adjournment  was  taken  on 
Nov.  4  until  Nov.  14,  at  which  time 
the  petition  of  the  city  for  a  restora- 
tion of  the  5-cent  fare  will  be  taken 
under  advisement. 

The  closing  days  of  the  hearing  were 
marked  by  a  sensation  due  to  the  fact 
that'  one  of  the  newspapers  announced 
that  it  was  understood  the  commission 
had  already  come  to  the  conclusion  that 
the  5-cent  fare  would  be  restored  on 
midnight  of  Nov.  5  so  as  to  prevent 
the  companies  from  seeking  an  injunc- 
tion in  the  federal  court.  Shortly  after 
that  story  appeared  one  of  the  com- 
missioners suggested  that  arguments 
be  presented  immediately  upon  closing 
of  evidence. 

Attorney  James  M.  Sheean  for  the 
Surface  Lines  stated  before  the  com- 
mission that  this  suggestion  of  im- 
mediate closing  gave  color  to  the  story 
which  appeared  in  the  newspaper  and 
if  the  lawyers  were  not  to  be  given 
sufficient  time  he  would  close  without 
argument,  taking  it  for  granted  that 
arguments  would  be  superfluous.  The 
commission  took  the  matter  under  ad- 
visement and  then  allowed  a  ten-days' 
continuance. 

Evidence  presented  by  the  companies 
in  the  last  few  days  showed  the  rates 
of  fare  prevailing  in  587  cities,  includ- 
ing only  three  cities  of  more  than 
100,000  population  where  the  5-cent 
fare  still  prevailed.  Some  interesting 
exhibits  also  were  presented  to  show 
that  the  Surface  Lines  were  not  ex- 
travagant in  setting  aside  20  per  cent 
of  their  gross  revenue  for  maintenance 
and  renewals.  Attention  was  also 
called  to  the  costly  working  conditions 
under  which  the  companies  were  oper- 
ating, most  of  them  fixed  by  arbitra- 
tion. 

A.  L.  Drum,  consulting  engineer, 
who  previously  had  made  a  valution  of 
the  companies'  property,  gave  figures 
to  show  that  the  cost  to  reproduce  new 
had  increased  10  per  cent  since  April 
1919,  largely  due  to  higher  labor  costs 
in  the  Chicago  district.  He  also  stated 
that  a  better  theory  for  allowance  of 
maintenance  and  renewals  would  be  to 
have  this  fixed  as  2J  per  cent  of  the 
capital  investment  rather  than  a  per- 
centage of  gross  earnings.  E.  H. 
Morgan,  superintendent  of  schedules, 
showed  that  the  companies  were  al- 
ready giving  a  considerable  amount  of 
turn  back  service  which  had  been  sug- 
gested by  engineers  for  the  city. 

John  A.  Beeler,  consulting  engineer, 
who  has  been  studying  the  Surface 
Lines  system  for  more  than  a  year, 
explained  a  plan  of  re-routing  which 
has  been  on  file  -with  the  commission 
since  last  February.  He  said  this 
would  allow  for  an  11  per  cent  in- 
crease in  track  capacity  in  the  down- 
town district.  His  assistant  A.  M. 
Buck,  presented  numerous  exhibits  to 
show  the  impracticability  of  the  rout- 


ing plan  suggested  by  Engineer  G. 
W.  Jackson,  who  had  appeared  for  the 
city. 

H.  H.  Adams,  superintendent  of  roll- 
ing stock,  told  what  was  being  done 
to  provide  additional  equipment,  par- 
ticularly trailers  and  one-man  cars. 
President  H.  A.  Blair,  and  his  pre- 
decessor L.  A.  Busby,  explained  the 
steps  which  had  been  taken  to  provide 
improved  service  as  ordered  by  the 
commission.  Mr.  Blair  stated  that  the 
companies'  credit  had  been  hampered 
by  the  hostile  attitude  of  the  city. 

On  Nov.  5  the  local  transportation 
committee  of  the  City  Council,  began 
public  hearings  with  a  view  to  starting 
on  a  series  of  subways  for  Chicago. 
Meetings  are  to  be  held  every  other 
day  and  if  a  plan  can  be  agreed  on  the 
$30,000,000  in  the  city's  traction  fund 
will  be  used  to  cover  part  of  the  cost 
of  construction.  Several  engineering 
societies  in  Chicago  have  offered  to 
give  their  advice  and  assistance  free  to 
the  city. 


Files  Application  for  Seven-Cent 
Fare  in  Federal  Court 

The  St.  Paul  City  Railway,  St.  Paul, 
Minn.,  on  Nov.  3  filed  in  the  federal 
court  application  for  a  flat  fare  of  7 
cents  per  passenger  and  an  injunction 
restraining  St.  Paul  city  officials  from 
interfering  with  collection  of  this  fare, 
whereupon  Judge  W.  F.  Booth  issued  an 
order  to  show  cause  returnable  at  10  a. 
m.  Nov.  8,  when  it  is  understood  three 
federal  judges  will  be  present. 

Hearing  on  a  similar  action  is  set  for 
Nov.  15  before  Judge  F.  M.  Catlin. 
This  action  was  brought  in  the  Ramsey 
County  District  Court  on  appeal  of  the 
St.  Paul  City  Railway  from  an  order 
by  Judge  J.  C.  Michael  restraining  the 
company  from  collecting  the  7-cent  fare 
granted  as  an  emergency  rate  by  the 
Minnesota  Railroad  and  Warehouse 
Commisson.  The  city  will  here  contend 
that  the  federal  court  has  no  jurisdic- 
tion as  the  case  is  pending  in  the  state 
court.  The  plea  is  also  made  that  ap- 
parently the  state  commission  made  no 
effort  to  learn  whether  the  costs  and 
expenses  mentioned  in  the  application 
by  the  company  were  reasonable.  The 
rate  of  fare  is  now  6  cents. 

The  company's  application  differs  in 
that  a  flat  rate  of  7  cents  is  asked  with- 
out the  provision  of  four  tickets  for  a 
quarter  cited  in  former  applications  for 
the  emergency  rate,  and  the  company 
says  that  a  fare  of  8  cents  would  bring 
the  company  a  return  of  only  7.48  on 
the  fair  value  of  the  property. 

Vice-President  T.  Julian  McGill  of 
the  Twin  City  Lines  said: 

We  do  not  dare  to  operate  any  longer  at 
the  present  rate  of  fare  or  we  will  break 
our  back.  The  revenues  we  now  receive  are 
insufficient  to  meet  our  obligations,  and  are 
$20,000  below  the  interest  due  on  the  com- 
pany's bonded  indebtedness.  The  7-cent 
fare  will  give  us  relief  we  need  until  a 
permanent  valuation  and  fair  return  on  the 
property  are  determined  by  the  State  Rail- 
road and  Warehouse  Commission. 

It  is  understood  the  action  brought 
in  the  federal  court  is  based  largely  on 
the  allegation  of  confiscation  of  the 
company's  property  and  deprivation  of 
its  use  without  compensation  and  due 
process  of  law. 


New  Ticket  Plan  Suggested 

Instead  of  selling  six  tickets  for  45 
cents  under  the  seven  and  one-half  cent 
rate,  the  Cincinnati  (Ohio)  Traction 
Company,  has  adopted  a  plan  whereby 
two  tickets  will  be  sold  at  15  cents. 
The  new  arrangement  is  the  outcome 
of  a  conference  between  William  Jerome 
Kuertz,  Street  Railway  Commissioner 
and  officials  of  the  traction  company. 
Mr.  Kuertz  was  directed  in  a  resolution 
adopted  recently  by  the  City  Council 
to  confer  with  the  traction  company 
officials,  relative  to  the  issuance  of  two 
tickets  for  15  cents  instead  of  compel- 
ling the  car  riders  to  buy  six  tickets  or 
pay  a  cash  fare  of  eight  cents. 

However,  the  traction  company 
adopted  the  two  ticket  plan  volun- 
tarily, because  under  its  operating  or- 
dinance whenever  the  rate  of  fare  in 
force  and  effect  shall  produce  a  frac- 
tion of  one  cent,  the  cash  fare  shall 
be  the  next  whole  number  of  cents 
above  the  rate  of  fare  producing  the 
fraction.  When  the  fare  was  eight 
and  one-half  cents  the  traction  company 
sold  two  tickets  for  17  cents,  but  after 
a  trial  it  was  found  that  the  two  ticket 
strips  are  in  disfavor,  because  they 
serve  to  cause  congestion  at  the  down- 
town terminals. 

W.  Kesley  Schoepf,  president  of  the 
traction  company,  said  that  he  hoped 
the  company  would  have  the  co-opera- 
tion of  the  public  who  should  make  up 
their  minds  before  boarding  cars 
whether  they  wish  to  purchase  tickets 
and  if  so  whether  in  strips  of  two  or 
six  and  that  they  should  also  have  the 
exact  money  ready. 

Walter  A.  Draper,  vice-president  of 
the  traction  company,  said  that  there 
had  been  little  complaint  about  the  old 
method  of  selling  the  tickets  in  strips 
of  six  and  that  he  believed  the  plan 
whereby  tickets  are  sold  two  for  15 
cents  will  result  in  traffic  tie-ups  which 
the  company  is  trying  to  avoid. 

The  resolution  adopted  by  the  City 
Council  which  brought  about  the  two 
ticket  plan  recites  that  the  sale  of  six- 
ticket-strips  for  45  cents  works  a  hard- 
ship on  a  "number  of  citizens"  who 
can  not  afford  to  buy  six  tickets  at  one 
time  and  who  therefore  are  compelled 
to  pay  8  cents  cash  fare. 


Commission  Authorizes 
Seven-Cent  Zones 

The  Public  Service  Commission  re- 
cently held  that  all  intrazone  fares  to 
be  charged  by  the  Erie  County  Traction 
Company,  Buffalo,  N.  Y.,  shall  be 
7  cents  for  one  year  and  thereafter 
until  the  further  order  of  the  commis- 
sion, excepting  between  Carlyle  Avenue 
and  the  Buffalo  city  line  at  Seneca 
Street,  in  which  territory  a  five-cent 
fare  is  to  be  charged.  The  company  is 
to  provide  metal  tickets  or  tokens  to 
be  sold  at  the  company's  office  and  on 
cars  at  four  for  25  cents. 

The  railroad  now  operates  five  zones 
with  a  5-cent  fare  in  some  and  a  7- 
cent  fare  in  others.  The  company 
alleged  that  those  rates  were  insuf- 
ficient to  yield  reasonable  compensation 
and  asked  that  it  be  permitted  to 
charge  7-cents  in  all  zones. 

The  question  of  a  franchise  agree- 
ment was  raised  by  the  West  Seneca 
township,  but  the  commission  has  ruled 
against  the  town's  claims  because  of 
the  evidence  which  showed  that  the 
company  could  not  do  business  on  the 
present  fare  rates  and  revenues. 


November  12,  1921 


Electric    Kailway    Journal 


888 


Supreme  Court  Will  Consider 
Fare  Stay 

The  application  for  a  stay  against 
the  8-cent  fare  recently  granted  by  the 
special  statutory  court  at  Trenton  to 
the  Public  Service  Railway  has  been 
taken  under  advisement  by  the  United 
States  Supreme  Court.  The  motion 
for  the  stay  was  advanced  by  Attorney 
General  McCran  for  the  New  Jersey 
Public  Utilities  Commission. 

In  their  argument  Messrs.  McCran 
and  Herrman,  counsel  of  the  Utilities 
Board,  said  that  the  statutory  court 
through  its  temporary  injunction  pre- 
venting interference  with  the  8-cent 
rate  by  the  Utilities  Board  assumed  to 
exercise  legislative  power.  On  this 
point  the  state  brief  continues: 

The  establishment  of  a  rate  is  the  making 
of  a  rule  for  the  future  and  is  therefore 
an  act  legrislative  not  judicial  in  kind.  It 
assumed  to  prescribe  rates  for  the  future 
differing  from  those  prescribed  by  the  order 
of  the  board  to  authorize  the  exaction  of  the 
rates  so  prescribed  in  the  future  and  to  re- 
strain the  board  from  Interfering  with  such 
exaction. 

In  assuming  so  to  exercise  a  legislative 
function,  the  statutory  court  placed  an  un- 
just and  unreasonable  burden  upon  a  large 
number  of  the  riders  using  the  facilities  of 
the  railway  company,  and  at  the  same  time 
permitted  a  large  number  of  riders  to  ride 
for  less  than  the  rate  prescribed  by  the 
board. 


California's  Motor  Transport 

Business 

Regarding  the  report  of  the  Cali- 
fornia Railroad  Commission  for  the 
year  ended  June  30,  1920,  786  freight 
and  passenger  tariffs  were  then  on  file 
by  motor  transport  companies,  operat- 
ing throughout  the  State.  The  number 
on  file  on  June  30,  1919,  totaled  643. 
Because  many  of  its  carriers  file  a  com- 
bination passenger  and  freight  report,  it 
has  not  been  possible  to  segregate  them 
into  classes.  It  is,  however,  estimated 
that  of  the  total  number  of  tariffs  filed, 
450  represent  carriers  serving  exclu- 
sively as  freight  lines. 


Move  Launched  for  Lower  Fare 

A  move  for  a  lower  fare  has  been 
made  by  Davenport  businessmen 
through  the  Presidents  Club,  a  civic 
organization  composed  of  the  heads  of 
some  50  leading  clubs  and  societies. 
The  club  asks  the  Tri-city  Railway  in 
a  petition  to  reduce  its  fare  to  five 
cents  or  as  near  thereto  as  possible. 
It  is  suggested  that  if  a  5-cent  fare 
is  impossible  the  ticket  plan  successful 
in  many  cities  be  adopted. 

•  According  to  this  plan  the  passenger 
buys  a  ticket  every  month,  paying  50 
cents  for  the  ticket  and  then  t^ing 
allowed  to  ride  for  5  cents. 

President  B.  J.  Denman  of  the  com- 
pany has  not  answered  the  petitioners 
but  has  stated  that  an  arrangement 
along  this  line  is  not  impossible. 

While  this  may  be  due  in  part  to 
the  8-cent  fare  the  lack  of  employment 
is  a  contributing  cause.  Merchants 
believe  that  a  lower  fare  will  stimulate 
car  riding,  bring  back  the  old  volume 
of  street  car  passengers,  and  act  as  a 
stimulating  force  on  business. 

When  it  appeared  that  the  company 
and  merchants  were  about  to  get  to- 
gether the  socialist  city  administration, 
which  was  elected  to  office  on  a  5-cent 
plank,  and  which  has  bitterly  opposed 
the  utility  company  in  all  of  its  moves, 
came  into  court  and  demanded  that  the 
company  either  return  to  a  5  cent  fare 
or  surrender  its  franchise. 


The  city  administration  charges  that 
the  dismantling  of  the  Fourth  Street 
line  has  lowered  the  overhead  expense 
and  the  installation  of  one-man  cars 
has  cut  labor  expense  to  a  sufficient 
degree  that  the  fare  may  now  be  low- 
ered and  the  revenues  of  the  company 
remain  sufficient  for  all  needs. 


Five-Cent  Fare  or  Buses 

Additional  Routes  Will  be  Granted  to 

Jitneys  Unless  Relief  Is  Afforded 

in  Bridgeport 

The  Public  Utilities  Commission  of 
Connecticut  will  hold  a  hearing  on 
Nov.  10  on  a  petition  of  the  city 
of  Bridgeport  asking  for  a  reduced  fare 
rate  on  the  lines  of  the  company  in  that 
city.  The  Commission  had  previously 
urged  the  Connecticut  Company  to  try  a 
5-cent  fare  in  Bridgeport.  Some  of  the 
salient  features  of  the  correspondence 
between  Chairman  R.  T.  Higgins  of  the 
Public  Utilities  Commission  to  W.  C. 
Noyes,  chairman  of  the  board  of  trus- 
tees, on  the  matter  of  reduced  fares 
were  outlined  in  the  Electric  Railway 
Journal  for  Nov.  5,  page  837. 

Mr.  Higgins  stressed  the  fact  that 
New  Britain,  Bridgeport  and  Norwalk 
were  examples  of  cities  charging  a  10- 
cent  fare  which  resulted  in  loss  of  busi- 
ness and  revenues  to  the  company  and 
failure  of  acceptable  transportation 
service  to  the  public. 

In  asking  for  a  trial  of  the  5-cent 
fare  in  Bridgeport,  Mr.  Higgins  said 
that  the  time  had  arrived  when  certain 
lines  could  be  treated  independently  of 
the  whole  system,  and  that  fare  adjust- 
ments should  be  made  on  certain  lines 
without  affecting  the  entire  schedule  of 
rates.  ('His  letter  reviewed  the  demand 
of  the  general  public  and  the  city  offi- 
cials for  a  5-cent  rate  in  Bridgeport 
and  recommended  such  an  experiment 
without  transfer  on  all  city  lines  radi- 
ating from  the  center  of  the  city.  On 
this  point  the  letter  read: 

Such  an  experiment  would  not  put  the 
company  In  much  worse  condition  than  now 
exists,  and  in  the  absence  of  some  prompt 
action  or  relief  in  Bridgeport  the  commis- 
sion will  feel  obliged  in  the  Interests  of  the 
public  to  authorize  additional  Jitney  routes 
and  grant  ■  additional  certificates. 

In  Norwalk  a  5-cent  service  was  rec- 
ommended on  the  short  local  line  be- 
tween Norwalk  and  South  Norwalk.  If 
it  was  found  that  such  a  service  would 
not  be  sufficiently  profitable  to  maintain 
all  the  lines  in  the  Norwalk  division, 
the  commission  suggested  increasing 
the  rate  or  abandoning  certain  of  the 
non-paying  lines. 

For  New  Britain  no  concrete  plan  was 
offered,  but  as  a  measure  of  relief  for 
other  sections  the  retention  of  the  10- 
cent  fare  with  the  sale  of  tokens  or 
tickets  for  city  riders  at  a  materially 
reduced  price  was  suggested. 

In  concluding  its  suggestions  on  the 
transportation  problem  facing  the  cities 
served  by  the  Connecticut  Company 
Mr.  Higgins  says: 

In  President  Storrs'  recent  memorandum 
to  you  relative  to  financial  conditions  he 
points  to  the  large  number  of  passengers 
and  sustaining  revenues  taken  from  the 
company  by  the  very  limited  number  of 
licensed  jitneys  operating  in  part  of  Con- 
necticut Company  territory.  This  state- 
ment presents  an  economic  condition  worthy 
of  careful  consideration.  If  an  agency  with 
a  few  thousand  Invested  can  transport  the 
public  and  successfully  compete  with  an 
agency  having  hundreds  of  thousands  of 
dollars  invested  it  is  a  demonstration  that 
methods  of  transportation  must  conform  to 
economic  conditions.  Your  company  has 
the  ripht  to  operate  both  forms  of  trans- 
portation. 


Early  Hearing  of  Fare  Case 
Urged 

The  city  of  Louisville,  Ky.,  has  made 
a  motion  for  an  early  hearing  of  the 
fare  case  before  the  United  States 
Supreme  Court,  on  the  ground  that 
with  an  election  on  Nov.  8  the  present 
City  Attorney  and  other  legal  lights 
may  be  out  of  office  on  Dec.  15  and 
that  the  case  should  be  tried  before 
that  date.  Churchill  Humphrey,  attor- 
ney for  the  company,  earnestly  insists 
that  the  case  be  not  tried  until  Febru- 
ary or  March,  in  order  to  give  him 
time  to  prepare  his  argument. 

The  railway  has  filed  a  bond  of 
$100,000  additional,  making  $300,000 
that  has  been  put  up  to  cover  receipts 
issued  for  the  2-cent  increase  in  fares. 
In  the  event  the  United  States  Supreme 
Court  rules  against  the  company's  right 
to  an  increase  from  5  to  7  cents  under 
franchise  agreements,  passengers  hold- 
ing receipts  will  receive  a  cash  sefund 
for  each  receipt  held.  It  is  estimated 
that  excess  fare  receipts  totaling  about 
$250,000  are  outstanding. 


Monthly  Ticket  Plan  Installed 

The  monthly  commutaton  fare  plan 
which  went  into  effect  in  Muscatine, 
Iowa,  on  Nov.  1  has  met  with  general 
public  approval.  The  Clinton,  Daven- 
port &  Muscatine  Railway,  the  local 
property,  in  giving  the  monthly  ticket 
plan  a  trial  announced  that  "The  more 
you  ride,  the  less  you  pay." 

By  this  plan  the  passanger  pays  50 
cents  a  month  for  a  ticket  and  the  ticket 
allows  him  to  ride  as  many  times  as  he 
wishes  for  5  cents  a  ride.  The  system 
was  explained  in  the  Electric  Railway 
Journal,  issue  of  Oct.  22,  page  758. 


Only  Specially  Designed  Cars 

An  ordinance  was  recently  approved 
by  the  City  Council  of  Richmond,  Va., 
which  specifies  that  all  streets  cars  in 
the  city  must  be  operated  by  two  per- 
sons unless  they  are  especially  con- 
structed and  designed  for  one-man  oper- 
ation. Violation  of  this  ordinance  is 
punishable  by  a  fine  of  not  more  than 
$1,000  and  not  less  than  $250.  Para- 
graph 2  of  the  ordinance  states: 

Nothing  in  this  ordinance  shall  be 
construed  as  intended  to  affect  or  di- 
minish in  any  wav  the  rights  of  the  city 
of  Richmond  under  any  existing  fran- 
chise to  forbid  or  regulate  the  opera- 
tion on  the  streets  of  the  city  of  the 
one-man  cars.  The  operating  company 
in  Richmond  is  the  Virginia  Railway 
&  Power  Company. 


Bus  Line  in  Operation. — Service  on 
the  Flushing-Jamaica,  N.  Y.,  bus  line 
was  started  on  Nov.  3,  when  the  first 
four  buses  which  will  be  operated  on 
the  line  left  the  bus  terminal  at  the 
Flushing  Bridge.  The  line  has  been 
opened  under  the  supervision  of  the 
Department  of  Plant  and  Structures. 
For  the  present  four  buses  will  be  in 
operation,  running  on  a  fifteen-minute 
headway.  The  trip  from  Flushing  to 
the  Jamaica  terminus  at  the  Long 
Island  Railroad  depot  consumes  about 
twenty  minutes,  which  is  fifteen  min- 
utes less  than  the  same  trip  by  trolley 
car.  The  fare  is  5  cents  and  the 
route  from  Flushing  is  along  Broadway 
to  Main  Street,  to  Jamaica  Avenue, 
across  Hillside  Avenue  to  Fulton  Street 
and  west  on  Fulton  Street  to  the  Long 
Island  Railroad  depot. 


884 


Electric    Eailway    Journal 


Vol.  58,  No.  20 


Railway  Will  Run  Buses 

City  Council  Decides  on  the  Organized 

Operation  of  Autos   as   Against 

Independent  Service 

The  Rockford  &  Interurban  Railway, 
Rockford,  111.,  has  entered  the  bus 
transportation  field.  Purchase  of  six 
motor  buses  for  use  on  the  streets 
of  Rockford  will  be  made  shortly.  The 
buses  will  be  operated  on  four  routes  as 
"feeder"  lines  which  will  connect  out- 
lying sections  of  the  city  now  lacking 
transportation  facilities  with  existing 
electric  railway  lines.  As  yet  no  an- 
nouncement has  been  made  as  to  how 
fares  on  the  buses  will  be  fixed. 

Dispute  of  Long  Standing 

Through  the  authorization  of  the 
City  Council  as  a  result  of  the  con- 
troversy between  the  traction  company 
and  the  Fay  Motor  Bus  Company  the 
new  buses  are  being  obtained.  On  Oct. 
3  the  City  Council  finally  disposed  of 
and  tabled  the  Fay  ordinance  which  pro- 
vided for  bus  operation  in  the  outlying 
districts  not  paralleling  the  traction 
lines. 

The  dispute  between  the  Rockford  & 
Interurban  Railway  and  the  Fay  Motor 
Bus  Company  for  supremacy  in  the  city 
dates  back  several  weeks  when  the 
United  States  Government  in  a  re- 
trenchment drive  ordered  six  army  can- 
tonments to  be  closed  on  Oct.  1.  Among 
them  was  included  Camp  Grant  at  Rock- 
ford. 

Up  to  that  time  the  Fay  Motor  Bus 
Company  operated  exclusively  between 
Rockford  and  Camp  Grant.  The  run  is 
5  miles  and  the  fare  was  20  cents.  On 
Aug.  18  Mr.  Fay  announced  a  city-wide 
transportation  plan  in  direct  competi- 
tion with  the  railway  lines  operating 
over  the  same  street,  running  on  the 
same  headway,  and  charging  5  cents 
with  a  2-cent  transfer  charge.  The  rail- 
way charges  8  cents  with  two  tickets 
for  15  cents. 

On  Aug.  19  the  railway  company 
secured  an  injunction  restraining  the 
bus  company  from  operating  as  pro- 
posed. On  Aug.  22  through  one  of  the 
Aldermen  a  resolution  was  presented 
to  the  City  Council  asking  approval  of 
the  plan.  The  resolution  was  referred 
to  a  Joint  Committee  and  this  commit- 
tee met  on  Aug.  26,  voting  favorably 
on  the  plan  and  authorizing  Mr.  Fay 
to  operate. 

Chamber  of  Commerce  Intervenes 

Meanwhile  the  Chamber  of  Commerce 
announced  a  public  forum  for  the  dis- 
cussion of  this  situation.  The  motor 
bus  company  had  a  hearing  on  Sept.  1 
and  on  Sept.  6  the  attorney  for  the 
railway  presented  the  case.  On  this 
day  the  Rockford  City  Traction  pre- 
sented an  ordinance  to  the  City  Council 
for  consideration  authorizing  it  to  op- 
erate buses  as  "feeders"  in  districts 
not  now  served  by  railway  until  such 
time  as  a  new  franchise  is  granted  and 
the  railway  can  be  extended.  The  or- 
dinance of  Fay  Motor  Bus  Company 
authorizing  it  to  operate  on  the  streets 
paralleling  those  upon  which  the  street 
railway  cars  operate  was  referred  to 
the  railway  committee  of  the  City 
Council. 

The  railway  committee  met  on  Sept.  9 
and  the  majority  reported  in  favor  of 
the  street  railway  franchise  against  the 
ordinance  authorizing  the  operation  of 
the  Fay  Motor  Bus  Company  on  streets 
paralleling    the    railway   streets.      The 


report  was  read  to  the  Council  on  Sept. 
12,  and  on  Sept.  19  the  Fay  ordinance 
was  tabled. 


36,283,839  Bus  Passengers  in 
Newark  in  Nine  Months 

Jitneys  carried  within  5,000,000  as 
many  passengers  in  Newark,  N.  J.  dur- 
ing the  first  nine  months  of  this  year 
as  they  did  the  whole  of  1920.  Figures 
to  this  effect  are  contained  in  a  re- 
port made  recently  to  Director  Breiden- 
bach  of  the  Department  of  Revenue 
and  Finance  by  Joseph  Kroehl  of  the 
City  Treasurer's  office.  The  number 
of  passengers  carried  last  year  was 
41,501,854.  The  total  for  this  year 
up  to  Sept.  30  was  36,283,839. 

The  bus  business  during  September 
was  shown  as  follows  in  the  report: 
Passengers  carried,  4,345,934;  gross 
receipts,  $217,296;  tax  paid  to  the  city, 
$8,625.  The  report  for  September, 
1920,  was:  Passengers  carried,  3,357,- 
718;  gross  receipts,  $167,885;  tax  paid, 
$6,398. 

With  the  exception  of  March  of  this 
year  the  record  for  September  showed 
the  heaviest  travel  on  buses  for  any 
one  month.  Last  March  the  number 
of  passengers  was  4,390,000.  Mr. 
Kroehl  pointed  out  that  March  has  one 
more  day  than  September,  so  that  the 
average  daily  travel  lasi  month  would 
indicate  that  the  March  record  would 
have  been  broken  with  another  day  of 
such  travel  as  was  recorded  during 
September. 

The  report  also  shows  that  there 
were  404  buses  in  operation  last  month. 
In    September,    1920,    there    were    385. 


Forty-nine  Bus  Applications 

According  to  the  fourteenth  annual 
report  of  the  Public  Service  Commis- 
sion, Second  District,  New  York,  for 
the  year  1920,  the  use  of  motor  buses 
in  all  parts  of  the  State  has  shown 
recently  a  great  tendency  to  increase. 
The  result  has  been  that  the  commis- 
sion is  constantly  engaged  in  passing 
upon  the  propriety  of  the  issuance  of 
new  certificates  for  public  convenience 
and  necessity.  In  such  cases  it  is 
found,  however,  that  the  statute  law 
governing  such  operations  is  confusing, 
and  the  commission  recommends  that 
its  powers  and  functions  with  reference 
to  this  class  of  utility  be  more  clearly 
stated  and  defined. 

The  number  of  motor  bus  applica- 
tions for  certificates  of  convenience  and 
necessity  received  during  the  year  was 
forty-nine.  These  were  disposed  of  as 
follows:  Thirty-six  were  granted,  seven 
denied,  three  are  pending  and  three 
petitions  were  withdrawn. 

During  the  year  the  commission, 
under  section  55   of  the  public  service 


Insist  City  Should  Regulate 
"Interurban"  Buses 

Officers  of  the  interurban  electric 
railways  whicK  center  at  Grand  Rapids, 
Mich.,  are  insisting  that  the  Council 
shall  regulate  the  operation  of  "inter- 
urban" buses  within  the  city  in  order 
that  the  railways  may  be  preserved  to 
the  communities  through  which  they 
operate.  At  a  recent  special  meeting 
of  the  City  Commission  Richard  Schad- 
delee,  vice-president  of  the  Grand 
Rapids,  Grand  Haven  &  Muskegon 
Railway;  F.  K.  George,  statistician  of 
the  company,  and  Leonard  A.  Verdier, 
attorney  appeared  before  the  com- 
mission to  petition  for  passage  of  regu- 
latory ordinances  controlling  the  in- 
terurban bus  lines  after  they  enter 
the  city  limits. 

Mr.  Schaddelee  is  reported  to  have 
said: 

The  situation  is  not  so  exaggerated  as 
yet.  but  it  is  growing  constantly  worse.  If 
competition  continues  the  electric  roads 
will  be  killed  off  by  a  vastly  inferior  type 
of  service.  No  one  notices  if  a  bus  doesn't 
operate  on  a  rainy  day.  but  it  would  be 
a  great  inconvenience  if  the  interurbans 
failed   to  operate. 

Mr.  Verder  is  quoted  as  follows: 

You  can't  have  both  types  of  service. 
One  or  the  other  must  go  or  else  both 
must  be  placed  under  the  same  restric- 
tions. At  present  you  have  buses  oper- 
ating on  highways  which  they  did  not  pay 
a  cent  to  build  or  maintain.  Their  only 
expense  has  been  that  of  an  automobile 
license,  while  the  electric  roads  are  under 
strict   regulation   by   the   state. 

Mr.  George  asked  that  in  considering 
the  proposition  the  City  Commission 
remember  that  the  interurban  company 
contributes  about  $31,000  annually 
toward  the  net  earnings  of  the  Grand 
Rapids  Railway  in  charges  which  are 
made  for  use  of  that  company's  tracks 
in  the  city. 

He  stated  that  during  the  first  nine 
months  of  the  current  year  the  Muske- 
gon interurban  carried  38,322  fewer 
passengers  than  during  the  same 
period  last  year.  In  spite  of  this  he 
stated  increased  fares  have  boosted  the 
company's  earnings  during  the  same 
period  $18,166  over  1920. 


Municipal  Bus  System  Behind 

The  West  Orange  Municipal  Bus 
Service  had  a  deficit  of  $43,018  from  the 
time  it  was  started  in  July,  1919,  to 
Oct.  1,  1921,  according  to  a  report  sub- 
mitted to  the  Town  Council.  The  re- 
port shows  $56,192  had  been  expended 
and  $29,208  returned  through  receipts, 
leaving  $26,983  deficit,  not  including 
$16,035  paid  for  the  buses,  which  brings 
the  total  to  $43,018.  The  company  lost 
$6,000  the  first  three  months  of  opera- 
tion because  the  machines  used  were 
hired.  The  fate  of  the  municipal  line 
will  be  voted  on  at  the  November  elec- 


BTJS  COMPANIES  AUTHORIZED    BY  NEW  YORK  COMMISSION 
TO    ISSUE   SECURITIES 


Nature  of 
Name  of  Corporation  Security 

Woodlawn  Improvement  Auto  Transportation  Corporation Bonds 

Ammendatory 
■  Bonds 
Alexandria  Bay-Redwood  TraiLsportation  Company Stock 

Total,  two  companies Bonds  (2  issues) 

Stock  ( 1  issue) 


.\mouut 

.allowed 

J2 1,000 

$9,000 
$15,000 

$100,000 
$13,000 


Date  of 
Order 
1920 
April  22 
AprU  27 
July  20 
June  29 


commissions  law,  granted  permission 
to  the  autobus  corporations  listed  in 
the  accompanying  table  to  issue  stocks, 
bonds  or  other  evidences  of  indebted- 
ness. 


tion.  Residents  of  West  Orange  want 
the  line  continued  for  another  year 
under  changed  conditions.  Adherents 
of  the  bus  contend  that  the  fares  on  the 
autos  have  been  too  low. 


November  12,  1921 


Electric    Railway    Journal 


885 


Bus  Company  Starts  Operation 

The  Columbia  Auto  Bus  Company 
which  was  recently  organized,  an- 
nounces the  commencement  of  service 
between  Franklin  and  Columbia,  Tenn., 
a  distance  of  about  25  miles,  starting 
on  Oct.  31.  The  schedule  calls  for 
three  trips  each  day  between  the  two 
towns  and  connects  with  the  Nashville- 
Franklin  Interurban.  A  new  state  and 
federal  aid  highway  has  been  completed 
recently  for  12  miles  of  the  distance 
between  towns,  which  affords  a  good 
roadway  for  travel. 

The  new  line  will  afford  a  better  and 
more  frequent  service  between  that  ter- 
ritory and  Nashville  than  that  now 
given  by  the  railroad. 

The  buses  are  of  the  latest  type  for 
such  service,  seating  twenty-one  per- 
sons, are  equipped  with  electric  lights 
and  heated  by  engine  exhaust. 

The  corporation  has  a  capital  stock 
of  $50,000.  The  incorporators  are  J.  H. 
Carpenter,  Jr.,  R.  G.  Sparrow,  R.  C. 
Sparrow,  Jr.,  J.  E.  Napiers  and  Meade 
Frierson.  The  last  mentioned  incor- 
porator is  identified  with  the  Nashville 
Interurban  Railway,  thought  it  is  stated 
that  the  companies  will  in  no  way  be 
financially  connected. 


Head  of  City  Utility  Department 
Favors  Non-Competitive  Buses 

Major  Carl  H.  Reeves,  superintendent 
of  the  Utilities  Department  at  Seattle, 
Wash.,  has  recommended  the  issuance 
of  fifteen  permits  to  operate  jitney 
buses  into  the  Cowen  Park  district 
from  downtown,  to  F.  M.  Peterson, 
representing  the  Auto  Drivers'  Union* 
The  recommendation  was  made  on  the 
basis  of  an  offer  by  Mr.  Peterson  to 
pay  the  city  3  per  cent  of  the  gross 
earnings  of  each  car  as  a  fee. 

While  passing  favorably  on  the  issu- 
ance of  permits.  Major  Reeves  says 
the  percentage  payment  would  not  be 
satisfactory,  and  proposed  a  flat  rate 
of  $10  a  month  a  car  for  the  first  six 
months,  at  the  end  of  which  time  a 
check  would  be  made  to  determine 
whether  that  rate  is  sufficient.  The 
jitney  service  proposed  would  be  lim- 
ited to  serve  the  Cowen  Park  district, 
without  loading  or  unloading  passengers 
along  the  Municipal  Railway,  or  in 
sections  served  thereby. 

The  ordinance  to  appropriate  $50,- 
000  for  the  purchase  of  buses  for  the 
Cowen  Park  service,  to  be  operated  by 
the  city,  which  was  recently  vetoed  by 
Mayor  Hugh  M.  Caldwell,  failed  to  pass 
over   his   veto. 


5-cent  fare  in  Bridgeport,  the  commis- 
sion will  be  asked  to  revoke  the  licenses 
under  which  about  seventy-five  jitneys 
operate  in  the  city.  He  claims  that 
this  is  taken  from  a  statement  made 
by  Judge  Walter  C.  Noyes,  chairman 
of  the  Federal  Board  of  Trustees  of 
the  Connecticut  Company.  In  answer  to 
the  commission  Mr.  Kilpatrick  said: 

I  believe  that  the  Connecticut  Company 
will  not  grant  a  5-cent  fare  for  Bridgeport. 
The  Connecticut  Company  has  pointed  out 
that  if  it  is  gojng  to  give  a  faro  at  that 
price,  it  would  rather  be  in  Hartford  and 
New  Haven  where  the  people  have  not  been 
bucking  the  company. 

Norwalk  had  the  privilege  of  a  5-cent 
fare  beginning  Nov.  6.  According  to 
the  ruling  of  the  Public  Utilities  Com- 
mission, it  ordered  the  5-cent  rate  for  a 
ninety-day  test  period,  weekly  reports 
to  be  made  by  the  company  to  the 
commission.  These  will  be  available 
later. 


Governor  Favors  Try-Out  of 
Lower  Fare 

Governor  Everett  J.  Lake  of  Con- 
necticut was  called  upon  to  answer  a 
number  of  questions  pertaining  to  the 
Bridgeport  jitney  situation  at  a  meet- 
ing in  that  city  during  the  week  ended 
Nov.  5.  In  speaking  of  the  railway 
situation    the    Governor    said: 

The  Public  Utilities  Commission  has  told 
me  on  broad  lines  that  the  fares  must 
come  down  and  that  they  were  going  to 
get  them  down  at  the  earliest  possible 
moment.  I  believe  the  5-cent  fare  worth  a 
tryout,  and  I  think  the  Public  Utilities 
Commission  has  shown  the  same  attitude 
in  Its  recent  ruling. 

At  the  same  meeting,  President  W. 
F.  D.  Kilpatrick  of  the  Bridgeport 
Business  Men's  Association,  said  if  the 
Public    Utilities    Commission   grants    a 


Bus  Company  Formed 

The  Toledo  Bus  Transportation 
Company,  Toledo,  Ohio,  was  recently 
incorporated  with  a  capital  stock  of 
$100,000.  The  incorporators,  among 
them  F.  J.  Westhoven  and  H.  W.  Tas- 
sell,  are  owners  of  buses  now  operating 
in  "Toledo 

In  outlining  his  plans  Mr.  West- 
hoven said  that  the  company  did  not 
contemplate  a  war  with  the  Community 
Traction  Company,  but  that  it  wanted 
to  co-operate  with  it  in  providing 
transportation  service  to  residents  of 
Toledo. 


Governpr  Suggests  Rate  Review 

Formal  review  of  all  railroad  and 
public  utility  rates  by  the  Wisconsin 
Railroad  Commission,  with  a  view  to 
material  reductions  on  coa'  rates  and 
on  all  necessities  of  life,  was  ordered 
on  Oct.  28,  1921,  by  Gov.  John  H.  Blaine 
of  Wisconsin. 

The  Governor  stated  Ve  believed  the 
time  had  come  when  all  rates  should 
be  re-examined  and  that  the  Railroid 
Commission  must  protect  the  people  in 
cases  where  poor  service  and  excessive 
charges  were  found.  The  Governor's 
formal  demand  on  the  commission  fol- 
lows in  part: 

During  and  following  the  war,  railroad 
and  public  utility  rates  were  largely  in- 
creased. Since  these  increases  there  has 
been  a  constantly  falling  market,  includ- 
ing reduction  in  wages.  Not  only  were 
rates  increased,  but  in  some  cases — as,  for 
instance,  in  gas — the  standard  of  quality 
was  materially  lowered,  and  in  other  cases 
the  service  was  cheapened,  as  in  the  case 
of  street  car  companies  installing  one-man 
cars. 

I  believe  the  time  has  come  when  the 
railroad  commission  should,  on  its  own  in- 
itiative, re-examine  the  rates  and  services 
of  public  utilities  and  railroad  companies, 
with  a  view  of  making  reductions  in  rates 
and  of  making  improvements  in  service 
wTierever  possible. 

Of  course,  you  will  approach  this  sub- 
ject free  from  any  bias  or  prejudice,  and 
with  the  single  purpose  of  doing  equity  to 
all  parties  concerned.  However,  the  pinch 
of  hard  times  is  upon  us,  and  the  utilities 
must  expect  in  some  measure  to  share  in 
the  hardship  of  the  people  generally,  in 
order  to  equalize  the  burdens  and  to  bring 
about  general  prosperity. 

Notwithstanding  this  situation,  I  feel  that 
the  state  should  continue  to  assert  its  right 
to  fix  tliese  rates,  and  I  therefore  suggest 
that  your  commission  will  undertake  the 
work  promptly.  If  you  will  advise  me  that 
you  will  initiate  proceedings  on  your  own 
motion,  I  will  immediately  thereupon  com- 
municate with  the  mayors  of  the  several 
cities  and  ask  them  to  co-operate  with  you 
In  connection  with  utility  matters,  and  will 
give  you  every  assistance  available  with 
respect  to  both  utility  and  railroad  rates 
and   services. 


Wants    Half    Fare    for    Pupils.— The 

city  of  Knoxville  will  appeal  to  the 
Public  Utilities  Commission  in  an  ef- 
fort to  secure  reduced  fares  for  school 
children.  When  the  6-cent  fare  was 
authorized  recently  the  company  refused 
to  sell  the  half-rate  tickets  on  the 
ground  that  it  was  operating  at  a  loss. 
May  Operate  Buses.— H.  W.  Patten, 
general  manager  of  the  Wichita  Rail- 
road &  Light  Company,  Wichita,  Kan., 
recently  announced  that  his  company 
contemplated  the  use  of  motor  buses 
as  feeders  for  the  railway  lines.  They 
will  be  used  on  off  streets  with  a  uni- 
versal or  transfer  system  to  the  railway. 
Wants  Bus  Permit  Deferred. — The 
Trenton  &  Mercer  County  Traction  Cor- 
poration, Trenton,  N.  J.,  has  asked  the 
Hamilton  Township  committee  to  defer 
action  on  the  granting  of  a  license 
line  to  be  operated  between  Trenton 
and  Hightstown,  a  distance  of  sixteen 
miles.  The  company  says  that  the 
proposed  bus  line  would  affect  the  re- 
ceipts  on    the   Mercerville   division. 

Rural  Districts  to  Have  Trackless 
Trolleys — In  commenting  recently  on 
the  trackless  trolley  system  which  is 
in  prospect  for  Baltimore,  H.  B. 
Flowers,  vice-president  and  general 
manager  of  the  United  Railways,  said 
that  the  rural  districts  are  the  best 
places  for  the  new  trolleys  and  that  the 
United  management  will  install  them 
there.  He  said  further  that  though  no 
routes  could  be  definitely  slated  now, 
two  lines  have  been  decided  on  for 
operation  early  next  year. 

Ticket    Charge    Extended. — As  a  re- 
sult of  a  complaint  filed  with  the  city 
and  a  petition  submitted  to  the  Public 
Utilities      Commission     6-cent     tickets 
will  be  accepted  to  South  Danville  and 
Vermilion     Heights,     111.       Heretofore, 
the    Danville    Street   Railway   &    Light 
Company  charged  7  cents  to  these  sec- 
tions,   the    6-cent    ticket    charge   being 
good    on    city    lines.      The    announce- 
ment to  this  effect  was  made  recently 
by  the  corporation  counsel  for  the  city. 
City    Opposes    Ten-Cent    Fare. — The 
Peekskill    Lighting    &    Railroad    Com- 
pany, Peekskill,  N.  Y.,  which  has  ob- 
tained  increases   in   fare   from   5   to   6 
cents    and    then    to    7    cents    with    the 
consent   of   the   village   now   wants   to 
charge  a   10-cent  fare  and  the  village 
objects.     Former  Public  Service  Com- 
missioner Decker,  who  represented  the 
railroad   company,   contended   that   the 
commission  was  the   only  legally   con- 
stituted   body    which    had    jurisdiction 
over  fares  and   that  the  village   could 
not  participate  in  the  proceedings.     In 
an  opinion  sustaining  the  right  of  the 
village  to  oppose  the  application,  Mr. 
Semple  said  in  part:     "My  theory  is 
that  if  the  facts  show  that  your  service 
cannot    be    adequate    or    safe    for    the 
public  interest  under  a  7-cent  fare  the 
commission  has  the  power  to  suspend 
the  provisions  of  the  contract  rate  until 
that  condition  changes,  but  the  contract 
is  not  abrogated  and  may  be  restored." 
The  contract   rate   of  fare   is    5  cents 
and  under  the  ruling  this  rate  may  be 
restored  if  the  service,  at  a  higher  rate, 
is  not  adequate. 


886 


Electric    Railway    Journal 


Vol.  58,  No.  20 


C.  E.  Morgan  Advanced 

Elected  General   Manager  of   Brooklyn 

City  Railroad,  Which  Operates 

All  Surface  Lines 

The  election  of  Clinton  E.  Morgan  as 
general  manager  of  the  Brooklyn 
(N.  Y.)  City  Railroad  has  been  an- 
nounced by  the  board  of  directors.  H. 
Hobart  Porter,  who  has  been  both  vice- 
president  and  general  manager,  remains 
as  vice-president  in  charge  of  operation. 
Henry  F.  Noyes  has  resigned  as  vice- 
president  of  the  Brooklyn  City,  but  con- 
tinues as  a  director.  Mr.  Porter  is  now 
the  only  vice-president  of  the  lines.  The 
personnel  of  the  board  is  unchanged. 

As  general  manager  Mr.  Morgan  will 
be  in  direct  control  of  the  operation  of 
all  the  surface  lines  of  Brooklyn,  now 
being  operated  as  a  unified  system 
through  arrangement  between  the 
Brooklyn  City  management  and  Re- 
ceiver Lindley  M.  Garrison  of  the 
Brooklyn  Rapid  Transit  Company.  The 
Brooklyn   Rapid   Transit  surface  lines, 


C.   B.   Morgan 


which  Mr.  Morgan  operates  in  connec- 
tion with  the  Brooklyn  City  system, 
are  the  Nassau  Electric  Railroad,  the 
Queens  County  &  Suburban  Railroad 
and  the  Coney  Island  &  Brooklyn  Rail- 
road.    Under  Mr.  Morgan's  immediate 


charge,  is  one  of  a  group  of  street  rail- 
way experts  chosen  by  Mr.  Porter  to 
work  out  a  solution  of  Brooklyn's  sur- 
face line  problems.  Associated  with 
Mr.  Morgan  in  this  group  are  Edwin  H. 
Reed,  who  came  from  the  American 
Public  Utilities  Company,  Grand  Rapids, 
Mich.,  to  be  auditor  of  the  Brooklyn 
City;  L.  J.  Davis,  who  left  the  West- 
inghouse  Electric  &  Manufacturing 
Company,  Detroit,  to  become  engineer- 
ing assistant  to  Mr.  Morgan;  George 
W.  Jones  of  Sanderson  &  Porter,  New 
York,  who  was  made  treasurer,  and  A. 
LeRoy  Hodges,  formerly  with  the  Mich- 
igan Railway,  who  has  been  appointed 
assistant  secretary  and  treasurer. 

Before  coming  to  Brooklyn  Mr.  Mor- 
gan had  been  prominently  identified 
with  traction  properties  in  the  Middle 
West,  where  most  of  his  career  has  been 
spent.  Mr.  Morgan  entered  electric 
railway  work  in  1899,  progressing 
through  the  construction  and  the  oper- 
ating departments  of  the  Indianapolis 
and  Greenfield  Rapid  Transit  Com- 
panies, centralizing  in  Indianapolis.  In 
1902  he  became  purchasing  agent  and 
later  was  appointed  auditor.  Then  he 
became  assistant  general  manager  of 
the  Indianapolis  &  Eastern  Traction 
Company,  and  in  1905  he  was  named 
superintendent  of  the  Indianapolis  & 
Martinsville  Rapid  Transit  Company, 
the  Indianapolis  Coal  Traction  Com- 
pany and  the  Indianapolis  &  Western 
Traction  Company.  Subsequently  he 
was  chosen  superintendent  of  the  Terre 
Haute,  Indianapolis  &  Eastern  Traction 
Company. 

Mr.  Morgan  resigned  from  the  Terre 
Haute,  Indianapolis  &  Eastern  on  Feb. 
1,  1909,  to  accept  the  position  of  general 
manager  of  the  Indianapolis,  Crawfords- 
ville  &  Danville  Electric  Railway,  Craw- 
fordsville,  Ind.  He  continued  in  this 
capacity  until  April  1,  1912,  when  he 
resigned  to  assume  the  general  superin- 
tendency  of  the  Michigan  United  Trac- 
tion Company,  the  Michigan  Railway 
and  Michigan  Railroad.  These  com- 
panies were  subsidiaries  of  the  Com- 
monwealth Power,  Railway  &  Light 
Company,  operating  extensive  city  and 
interurban  properties  in  the  Central 
States.  Mr.  Morgan  was  in  full  charge 
of  the  company's  mechanical,  electrical. 


routes,  with  the  result  that  new  riding 
habits  were  formed  by  the  public.  These 
changed  conditions  led  to  a  thorough 
traffic  survey  of  all  the  surface  lines. 
The  fundamentals  of  the  methods  fol- 
lowed in  this  survey  were  described  by 
Mr.  Morgan  in  an  article  in  the  issue  of 
this  paper  for  Sept.  24,  1921.  The 
policy  there  outlined  will  be  continued 
under  the  general  management  of  Mr. 
Morgan,  whose  promotion,  it  was  ex- 
plamed  by  the  Brooklyn  City  Railroad, 
was  the  natural  result  of  the  success 
that  has  attended  his  effort  in  opera- 
tion and  administration. 


Mr.  Wilson  with  B.  R.  T. 

Former    Connecticut     Company     Road- 
master   Appointed  Superintendent 
of  Surface  Roadway 

P.  Ney  Wilson  recently  assumed  his 
duties  as  superintendent  of  surface 
roadways  of  the  Brooklyn  (N.  Y.) 
Rapid  Transit  Company.  He  succeeds 
to  the  position  vacated  by  E.  L.  Mat- 
thews, who  resigned  in  April  of  this 
year  to  accept  a  similar  position  with 
the  Third  Avenue  Railway,  New  York. 
Mr.  Wilson  was  formerly  roadmaster 
of  the  New  Haven  division  of  the  Con- 
necticut Company. 

For    the    company   Mr.   Wilson's    ap- 


P.   Xet  Wilson 


pointment  is  a  particularly  valuable 
accession.  Since  his  initial  electric 
railway  connection  with  the  Camden 
Railway  in  1899  Mr.  Wilson  has  de- 
voted his  attention  and  energy  not  only 
with  the  actual  construction  and  main- 


operating  direction  will  be  525  miles  of     engineering,   traffic   and   transportation    tenance  of  way  methods  of  the  various 


track  owned  and  operated  by  seven 
companies.  Of  these  companies,  all  ex- 
cept the  Brooklyn  City  Railroad  are 
controlled  by  the  Brooklyn  Rapid  Tran- 
sit Company's   system.     The   Brooklyn 


City  has  been  operated  as  an  independ-  general  manager, 
ent  since  Oct.  19,  1919,  when  the  prop-  --  -- 
erty,  which  had  been  leased  by  the 
Brooklyn  Heights  Railroad  Company, 
reverted  to  its  owners  following  the 
failure  of  the  Brooklyn  Heights  Com- 
pany to  meet  the  obligations  imposed 
by  the  terms  of  the  lease  to  which 
these  companies  became  parties  in  1893. 
Under  independent  control,  the  Brook 


departments.  On  Oct.  1,  1919,  he  termi- 
nated his  connection  with  these  Michi- 
gan enterprises  to  join,  at  the  invitation 
of  Mr.  Porter,  the  organization  of  the 
Brooklyn    City    Railroad    as    assistant 


Mr.  Morgan  has  been  active  in  asso- 
ciation work.  He  is  a  charter  member 
of  the  Central  Electric  Railway  Asso- 
ciation and  is  active  in  the  American 
Electric  Railway  Association.  He  has 
been  a  member  of  the  standardization 
committee  on  equipment  in  both  the 
Central  Electric  and  American  Electric 
Railway  Associations.   Also  he  has  been 


properties  with  which  he  has  been 
identified,  but  also  in  the  study  of 
foreign  track  construction  methods.  It 
was  in  1906  after  he  had  been  made 
supervisor  of  track  and  roadway  of 
the  Camden  Railway  following  several 
years  of  field  work  that  Mr.  Wilson 
made  an  extended  trip  to  England  and 
South  America  to  acquaint  himself  with 
track  construction  practice  there. 

Returning  in  1907  Mr.  Wilson  was 
appointed  roadmaster  of  the  Rochester 
Street  Railway.  He  remained  there 
two  years  when  he  received  the  appoint- 
ment as  roadmaster  of  the  New  Haven 


lyn  City  lines  have  been  directed  by  a     a  member,  and  later  chairman,  of  both     Division   of  the   Connecticut   Comoany, 


separate  executive  organization  built 
up  by  H.  Hobart  Porter,  who  assumed 
the  management  when  separation  from 
the  Brooklyn  Rapid  Transit  system  was 
decreed  by  the  United  States  District 
Court. 

Mr.  Morgan,  who  has  been  assistant 
general  manager  since  Mr.  Porter  took 


the  schedules  and  timetables  and  the 
rules  committees  of  the  American 
Electric  Railway  Transportation  & 
Traffic  Association.  He  also  served  on 
the  block  signal  committee. 

When  the  Brooklyn  City  Railroad 
resumed  independent  operation  it  be- 
came   necessary    to   break    up    several 


In  terminating  his  connection  with  the 
Connecticut  Company  to  enter  larger 
fields  Mr.  Wilson  ends  a  twelve  year 
period  of  enviable  service  as  road- 
master. During  that  time  he  was  able 
because  of  his  combined  knowledge  of 
foreign  and  domestic  track  work  prac- 
tice   to    institute    many    valuable    and 


November  12,  1921 


Electric    Railway    Journal 


887 


practical  money  saving  schemes  along 
these  lines. 

Mr.  Wilson  was  educated  in  Phila- 
delphia and  Camden,  N.  J.,  at  both  of 
which  places  he  studied  civil  engineer- 
ing following  his  graduation  from  High 
School.  Mr.  Wilson  is  a  member  of  the 
Connecticut  Society  of  Civil  Engineers. 


Manufactures  and  the  Markets 

DISCUSSIONS  OF  MARKET  AND  TRADE  CONDITIONS  FOR  THE 

MANUFACTURER,  SALESMAN  AND  PURCHASING  AGENT 

R(XLING  STOCK  PURCHASES  BUSINESS  ANNOUNCEMENTS 


Mr.  Cadby  Executive  Manager 
of  Wisconsin  Association 

John  N.  Cadby,  consulting  engineer  of 
Madison,  Wis.,  was  selected  to  be  execu- 
tive manager  of  the  Wisconsin  Elec- 
trical Association  at  a  recent  meeting 
of  the  executive  board.  This  office  is  a 
newly  created  one,  the  duties  of  which 
he  will  assume  next  March. 

"The  establishment  of  this  new  de- 
partment means  that  our  association  in- 
tends to  be  of  greater  service  to  the 
public  making  it  more  useful  to  our 
members,"  said  J.  P.  Pulliam,  presi- 
dent of  the  Association.  "Mr.  Cadby 
will  be  able  to  bring  his  wide  experience 
to  bear  on  public  utility  problems  any- 
where in  the  state." 

Mr.  Cadby  is  a  graduate  of  the  elec- 
trical engineering  course  of  the  Uni- 
versity of  Wisconsin,  class  of  1903.  For 
a  time  he  was  with  the  Milwaukee 
Electric  Railway  &  Light  Company.  In 
1908  he  became  a  member  of  the  engi- 
neering staff  of  the  Wisconsin  Railroad 
Commission. 


A.  Telford  Smith  has  become  associ- 
ated with  the  Sao  Paulo  (Brazil)  Elec- 
tric Company,  Ltd.  Mr.  Smith  was  for- 
merly with  the  Winnipeg  (Man.)  Elec- 
tric Railway. 

Floyd  W.  Parsons,  formerly  editor 
of  Coal  Age,  one  of  the  McGraw-Hill 
publications,  and  for  the  past  two 
years  in  charge  of  the  department  en- 
titled "Everybody's  Business"  in  the 
Saturday  Evening  Post,  has  become 
editorial  director  of  the  Gas  Age-Record. 

Matthew  C.  Brush,  formerly  presi- 
dent of  the  Boston  (Mass.)  Elevated 
Railway  and  who  is  now  the  senior 
vice-president  of  the  American  Inter- 
national Corporation,  New  York  City, 
was  elected  president  of  G.  Amsinck  & 
Company.  Mr.  Brush,  who  is  in  gen- 
eral charge  of  the  American  Interna- 
tional Corporation's  commercial  inter- 
ests, says  that  the  Amsinck  organiza- 
tion, which  is  engaged  in  the  import 
and  export  business,  expects  to  enlarge 
its  functions  between  the  United  States 
and   Central   and   South  America. 

■  M.  H.  Gerry,  formerly  engineer  and 
power  superintendent  of  the  Metro- 
politan West  Side  Elevated  Railway, 
Chicago,  has  been  made  secretary, 
agent  and  engineer  for  the  St.  Anthony 
Falls  Water  Power  Company  and  the 
Minneapolis  Mill  Company.  He  suc- 
ceeds William  de  la  Barre,  who  was 
elected  president.  Mr.  Gerry,  while 
with  the  Metropolitan  West  Side  Ele- 
vated, superintended  the  electrification 
of  the  company's  elevated  tracks.  Mr. 
Gerry  graduated  in  1890  from  the 
College  of  Mechanical  Engineering  of 
the  University  of  Minnesota  and  was 
employed  several  years  by  the  Gen- 
eral Electric  Company.  For  twenty- 
two  years  he  has  been  in  Montana. 
He  built  the  first  dam  in  the  Missouri 
River  for  commercial  development  of 
power  and  built  the  original  transmis- 
sion lines  to  Butte,  Anaconda  and 
Helena.  During  the  war  he  was  fuel 
administrator  for  Montana. 


European  Business  Poor 

Gear  Manufacturer  Comments  on  Situa- 
tion Abroad — Observed  Many  Buses 
Used  as  Feeders 

According  to  E.  S.  Sawtelle,  assistant 
general  manager  Tool  Steel  Gear  & 
Pinion  Company,  Cincinnati,  Ohio,  the 
prospects  for  the  immediate  present  of 
American  manufacturers  doing  a  con- 
siderable business  in  Europe,  except 
those  who  have  a  specialty,  is  slight. 
Even  in  specialities  a  very  strong  effort 
is  being  made  by  European  manufac- 
turers to  reproduce  or  imitate  devices 
that  have  hitherto  been  bought  in 
America.  Mr.  Sawtelle  has  recently 
returned  from  a  six  weeks'  trip  through 
England,  France,  Holland  and  Switzer- 
land. In  commenting  on  the  business 
situation  in  Europe,  he  said  in  part: 

"Before  and  during  the  war  our  com- 
pany was  selling  tool  steel  gears  to 
about  eighty  companies  in  England, 
eighteen  in  France  and  practically  all 
of  the  large  roads  in  Holland  and  Spain. 
Some  of  these  represented  trial  orders, 
but  with  most  of  the  larger  companies 
the  business  was  thoroughly  established 
and  competing  very  successfully  with 
European  manufacturers.  This  situa- 
tion, I  believe,  was  duplicated  by  a 
large  numbe'"  of  American  manufac- 
turers who  had  been  able  very  success- 
fully to  introduce  their  products  in 
Europe,  due  either  to  unusual  quality 
or  to  low  costs  through  quantity  pro- 
duction. Business  of  this  sort  was 
necessarily  expensive  to  start,  as  it  in- 
volved many  changes  in  standard  prac- 
tice to  take  care  of  European  desires, 
great  difficulty  in  selling  due  to  lan- 
guage barriers,  and,  of  course,  the  con- 
tinual problems  of  long  deliveries  and 
high  transportation  costs  due  to  our 
geographical  location. 

"The  reasons  for  the  extensive  dis- 
continuance of  purchases  in  America 
does  not  seem  to  be  a  matter  of  quality 
or  of  service,  but  purely  a  question  of 
policy.  I  was  told  by  the  head  of  one 
of  the  largest  British  tramway  lines 
that  he  now  was  unable  to  buy  out  of 
Britain  any  quantity  larger  than  $100 
without  submitting  the  bid  to  his  board. 
European  manufacturers  are  driving 
desperately  to  duplicate  American  prod- 
ucts and  the  tramway  lines,  largely 
municipal,  find  great  pressure  brought 
to  bear  upon  them  to  buy  home  products 
if  the  makers  can  even  approximately 
match  the  American  goods,  or  even 
claim  that  they  can  duplicate. 

"The  exchange  situation  is  a  fur- 
ther almost  insurmountable  barrier  for 
American  goods  in  such  countries  as 
Italy  and  France,  and  even  in  England 
the  high  exchange  rate,  coupled  with 
ocean  freight  and  similar  charges, 
makes  our  competition  exceedingly  dif- 
ficult. Swiss  exchange  is  as  high  as 
ours,  and  it  seems  as  though  every 
topic  you  discuss  with  the  Swiss  busi- 
ness man,  sooner  or  later,  mostly 
sooner,  leads  to  exchange.  They  claim 
that  their  business  has  been  practically 
killed  by  this  situation. 

"German  competition  is  the  most 
serious  factor  that  confronts  the  Amer- 


ican exporter.  The  skilled  mechanic  in 
Germany  is  being  paid  from  70  cents 
to  $1  a  day,  and  net  living  costs  are 
such  that  he  is  probably  better  fixed 
on  this  pay  than  he  was  before  the 
war.  This  is  due  to  the  fact  that  rents 
have  increased  but  slightly.  This  situa- 
tion, however,  enables  Germany  to  sell 
for  export  at  prices  that  are  absolutely 
unthinkable  in  any  other  land.  Before 
the  war  we  were  laying  down  tool  steel 
gears  in  Holland  at  a  price  about  twice 
the  cost  of  the  soft  gear  made  in  Eu- 
rope. Today,  in  some  cases,  our  price 
will  be  as  much  as  five  times  as  high. 
The  prospective  purchaser  does  not 
dispute  the  question  that  the  gear  may 
be  worth  more  than  five  times  as  much 
in  terms  of  life,  but  the  primary  ques- 
tion is  the  ability  to  pay. 

"Many  of  these  conditions  will  even- 
tually right  themselves,  but  it  seems 
to  me  that  America  must  for  several 
years  to  come  import  in  excess  of  its 
exports  before  conditions  will  work 
around  to  give  us  a  fair  chance  for 
export  business." 

Speaking  of  general  impressions 
gathered  during  his  trip,  Mr.  Sawtelle 
said: 

"In  London  and  Paris  (and  in  many 
other  of  the  English  cities,  one  sees  a 
very  large  number  of  motor  buses,  and 
these  seem  to  be  operating  under  very 
satisfactory  conditions  despite  a  heavy 
horsepower  tax  that  they  pay  and  a 
gasoline  cost  that  is  several  times  the 
American  price.  I  found  several  cases 
where  the  trackless  trolley  was  also 
being  seriously  considered  or  plans 
were  being  made  to  try  it  out,  primarily 
to  avoid  excessive  paving  charges  and 
to  help  act  as  a  feeder  for  their  main 
system.  Nevertheless,  all  the  tramway 
people  with  whom  I  talked  feel  that 
the  bus  is  but  a  feeder  or  a  substitute 
necessary  in  special  conditions  only, 
such  as  with  crooked  streets,  etc.  They 
seem  universally  of  the  opinion  that 
the  street  railway  company  must  con- 
tinue to  exist  in  practically  its  present 
shape  as  the  solution  for  the  trans- 
portation problem. 

"Practically  all  of  the  European  city 
street  cars  are  very  light  as  compared 
with  American  standards,  though  not 
light  as  compared  with  the  safety  car. 
It  would  look  to  me  as  though  Europe 
has  avoided  the  cars  of  excessive 
weight  with  very  heavy  equipment,  and 
by  going  very  extensively  to  light 
double-deck  cars  has  been  gaining  the 
economies  that  we  are  now  finding  in 
lighter  equipment.  Wherever  the  ssrfety 
car  was  discussed  I  was  invariably  told 
that  their  equipment  was  now  so  light 
that  they  did  not  need  to  take  this 
step  for  additional  saving.  On  most 
of  these  light  cars,  they  are  using  old 
standard  light  motors,  such  as  GE-67, 
GE-54,  etc." 

Electric  Locomotive  Exports 

In  the  preliminary  figures  given  by 
the  United  States  Department  of  Com- 
merce showing  the  exports  of  electri- 
cal goods  for  September  indicate  that 
the  export  trade  of  this  class  of  manu- 
factured   products    is    still    declining. 


888 


Electric    Railway    Journal 


Vol.  58,  No.  20 


Particularly  was  this  true  of  electric 
locomotives,  of  which  $242,362  worth 
were  exported  during  August  while  the 
value  of  those  shipped  out  of  the  coun- 
try during  September  was  only  $59,- 
817. 

The  nine-month  total  for  1921,  how- 
<ever,  shows  that  the  amount  paid  by 
foreign  purchasers  for  electric  loco- 
motives ordered  in  this  country  was 
$1,506,877,  which  is  nearly  double  the 
amount  for  the  corresponding  period 
of  1920.  This  large  increase  is  un- 
doubtedly the  resiolt  of  the  electrifica- 
tion that  is  at  present  in  progress  in 
Brazil  for  which  practically  all  of  the 
equipment  was  manufactured  in  the 
United  States. 


General  Electric  Employees'  Pay 
Cut  10  per  Cent 

Another  reduction  of  10  per  cent  in 
Vages  and  salaries  affecting  all  em- 
ployees has  been  announced  by  the 
General  Electric  Company,  which  took 
«ffect  on  Oct.  31.  The  announcement  by 
E.  W.  Rice,  Jr.,  president  of  the  com- 
pany, follows: 

"In  accordance  with  an  order  of  the 
board  of  directors,  a  reduction  of  10 
per  cent  will  be  made  as  of  Oct.  31, 
1921,  in  the  salaries  of  all  officers  and 
employees  of  the  company.  Heads  of 
-departments  are  requested  to  notify  all 
'those  affected." 

The  General  Electric  Company  has 
made  several  reductions  since  last  Jan- 
uary. The  first  reduction  became  effec- 
tive Feb.  1,  when  the  wages  of  day 
workers  at  the  Schenectady  plant  were 
reduced  10  per  cent  and  the  pay  of 
piece  workers  10  per  cent.  The  bonus 
•system  was  also  dropped. 

In  July  another  reduction  of  10  to  30 
per  cent  was  announced.  The  working 
forces  have  been  reduced  in  line  with 
the  company's  plan  of  gradual  re- 
trenchment. 


<Jerman  Interest  in  Spanish  Elec- 
trical Company 

At  a  recent  meeting  of  the  Compania 
Hispano  -  Americana  de  Electridad, 
Madrid,  Spain,  says  the  Electrical  Re- 
view, London,  they  have  elected  to  the 
"board  of  directors  four  Germans  who 
are  prominent  in  banking  and  electrical 
manufacturing  companies.  This  action 
is  interesting  in  view  of  the  fact  that 
last  summer  the  South  American  oper- 
ation of  the  German  Transmarine  Elec- 
tricity Company,  Berlin,  was  trans- 
ferred to  the  Compania  Hispano-Amer- 
Icana  de  Electricidad.  It  would  seem 
from  this  that  a  continuation  of  Ger- 
man influence  in  central  station  and 
traction  operations  in  South  America 
was  being  effected. 


Some  Improvement  in  Porcelain 
Insulator  Market 

A  survey  of  the  market  for  porcelain 
insulators  shows  that  some  improve- 
ment has  been  experienced  since  last 
summer,  but  that  something  in  the 
-nature  of  a  dead  level  may  be  expected 
until  around  the  first  of  the  year.  De- 
mand for  the  small  distribution  sizes 
of  porcelain  insulators  is  fairly  good 
in  the  East  and  South,  and  indications 
are  that  a  number  of  jobbers  have  let 
their  stocks  run  low.  Rush  orders  have 
"been  received  by  manufacturers  from 
jobbers  in  Boston  and  in  various  parts 
of  Pennsylvania,  though  none  of  these 
orders  has  been  particularly  large.    A 


number  of  fair  orders  have  been  re- 
ceived from  the  Southeast  and  the 
South.  Jobbers  in  other  parts  of  the 
country  seem  fairly  well  stocked. 

Reports  from  the  Middle  West  say 
that  jobbers  are  well  stocked  and  can 
make  immediate  shipments  for  all  ordi- 
nary demands.  There  are  numerous 
inquiries  and  a  fair  number  of  orders, 
most  of  them  for  small  lots.  Utilities 
there  are  not  buying  as  heavily  as  was 
the  case  several  months  ago.  This  con- 
dition may  be  accounted  for  by  the  fact 
that  the  number  of  small  extensions 
under  construction  has  dropped  off 
considerably. 

Prices  remain  unchanged  since  the 
drop  which  was  made  around  the  begin- 
ning of  September.  Manufacturers  say 
that  labor  costs  are  still  high  and  that 
there  is  not  apt  to  be  another  decrease 
for  some  time. 


Petition  for  Foreclosure  on  Car 
Company  Sought 

A  petition  for  foreclosure  of  the 
$2,000,000  mortgage  which  it  holds  on 
the  plant  of  the  Barney  &  Smith  Car 
Company,  Dayton,  Ohio,  was  instituted 
in  Cincinnati  by  the  Guaranty  Trust 
Company  of  New  York.  Thus  the  sale 
of  the  assets  and  property  of  the  com- 
pany is  assured  within  a  short  time. 

The  company  was  established  in  1849 
and  has  a  paid  in  capital  of  $4,500,000. 
It  is  being  operated  at  present  by  Val- 
entine Winters,  president  of  the  Win- 
ters National  Bank  and  receiver  for 
the  car  company.  In  a  recent  report 
Mr.  Winters  indicated  that  the  sale  of 
the  plant  would  be  necessary  for  the 
conservation  of  the  interests  of  all.  A 
number  of  people  living  in  Cincinnati 
are  stockholders  and  officers  of  the 
company.  Attorneys  for  the  trust  com- 
pany filed  a  motion  for  the  consolida- 
tion of  the  foreclosure  case  with  the 
receivership  suit  instituted  by  Irwin 
Ballman  &  Company,  Cincinnati,  Ohio. 
Judge  Edward  T.  Snediker  indicated 
that  he  would  grant  the  request,  and 
he  stated  that  the  plant  probably  would 
be  sold  at  public  auction  within  a  few 
weeks  and  an  entry  to  that  effect  is  ex- 
pected soon. 


Rolling  Stock 


Morris  County  Traction  Conipuny,  Mor- 
rlstown,  N.  J.,  contemplates  purchasing 
within  the  next  four  weeks  power  record- 
ing meters  and  headlights  with  which  to 
equip  twelve  cars. 

Boston  <Ma§8.)  Elevated  Railway,  which 
recently  bougrht  sixty-five  elevated  steel 
cars  from  the  Pressed  Steel  Car  Company 
at  a  cost  of  about  $1,250,000.  is  beginning 
to  receive  the  equipment.  Half  a  dozen  of 
the  cars  have  already  been  delivered  and 
three  or  four  will  be  delivered  every 
week  until  the  contract  is  completed  next 
March.  The  new  cars  are  to  replace  wooden 
cars   that    are   about   twenty-two   years   old. 


'"^ 


Track  and  Roadway 


Pekln  (China)  Tramways  have  submitted 
plans  to  the  municipality  for  the  construc- 
tion of  a  modern  tramway  system. 

New  York  State  Railways.  Syracuse,  N. 
Y..  has  been  ordered  by  the  court  to  relay 
its  tracks  In  Willow  Street  to  conform  to 
the  repaired  street  grade.  The  cost  is  set 
at  $5,000. 

Pacific  Electric  Ratlwa.v.  Los  Angreles, 
Cal.p  will  lay  two  additional  tracks  on 
-American  Avenue.  Long  Beach.  This  will 
expedite  traffic  as  local  cars  will  operate 
on  one  set  of  tracks  and  interurban  cars 
on  another  set. 

PittsbarKh  (Pa.)  Rallwa.ys.  through  Its 
receivers,  is  seeking  permission  of  the  court 


to  construct  a  single  track  on  Brownsville 
Avenue  from  Carson  Street  to  Warrington 
Avenue.  It  is  estimated  that  the  track  and 
paving  costs  would  amount  to  $10,000. 

Xew  York  State  Railways,  Rochester. 
N.  Y.,  has  progressed  in  its  Clinton  Avenue 
extension  to  the  extent  that  about  1,000 
feet  of  track  have  already  been  laid  in 
Clinton  Avenue,  north  of  Norton  Street. 
The  Clinton  Avenue  line  is  being  extended 
from  Norton  Street  to  Ridge  Road,  at  a 
cost  of  $100,000.  The  distance  is  approxi- 
mately 2,500  feet.  Charles  R.  Barnes,  com- 
missioner of  railways,  said  that  the  work 
will  be  continued  as  long  as  the  weather 
permits.  Double  tracks  are  being  con- 
structed and  they  are  being  placed  in  the 
center  of  the  roadway. 

iiiillLuiMnimiiiriiiiiiiiiiiiiiiiiiiiiiiiniiiimiiimiimiiiirmiliimmiiiiiiiiiiiiimiiMill 

Power  Houses,  Shops 
and  Buildings 


Pekin  (III.)  Municipal  Railway  will  erect 
a  new  carhouse  which  will  cost  $5,000. 

Morris  County  Traction  Company,  Mor- 
rlstown,  X.  J.,  expects  to  build  within  the 
next  month  a  dispatcher's  office.  The  con- 
tract   for    this    building    has    been    let. 

Los  Anireles  (Cal.)  Railway  Corporation 
expects  to  build  one  substation  in  which 
will  be  installed  two  1,000-kw.  automatic 
substation  equipments. 

Mcsaba  Railway,  VirKlnia.  Minn.,  has  let 
the  contract  for  the  erection  of  the  waiting 
station,  carhouse  and  substation  at  Hib- 
blng.  Minn.,  to  A.  Guthrie  &  Company  of 
St.    Paul. 

United  Traction  Company.  Albany,  N.  Y., 

had  its  service  seriously  interrupted  re- 
cently as  the  result  of  a  fire  which  damaged 
its  Watervliet  substation.  The  extent  of 
the  fire  was  such  that  men  were  required 
to  work  continuously  for  several  days  to  get 
the  substation  back   in   service. 


^iffmmll^^ 


Trade  Notes 


C.  V.  .\IIen  has  been  appointei  Mexican 
manager  of  the  Westinghouse  Electric  In- 
ternational Company,  with  headquarters  at 
Mexico  City. 

C.  I.  Earll.  York,  Pa.,  recently  received  an 
order  from  the  Toronto  (Ont.)  Transporta- 
tion Commission  for  140  sets  of  No.  10 
trolley  catchers. 

International  General  Electric  Comnanv 
has  made  a  contract  with  C.  I.  Earll,  York, 
Pa.,  to  handle  all  foreign  business  per- 
taining to  trolley  retrievers  and  trolley 
catchers. 

Johnson  Fare  Box  Company,  Chicago,  by 

a  vote  of  its  stockholders,  has  increased 
the  capital  stock  o'  the  company  from  2,000 
shares,  par  value  $100,  to  4,000  shares  of 
the  same  pa.r  value. 

Harry  W.  Eastwood,  who  for  the  last 
four  years  has  had  charge  of  the  steel 
mill  pnd  crane  division  of  the  Cutler-Ham- 
mer Manufacturing  Company,  has  been  ap- 
pointed manager  of  the  Cleveland  branch 
office,  taking  the  place  of  Lynn  B.  Timmer- 
man.  former  assistant  manager  of  the  cen- 
tral district,  who  leaves  to  enter  the  auto- 
mobile business  in  Lima.  Ohio,  after  hav- 
ing been  associated  with  the  Cutler-Ham- 
mer Company  at  Cleveland  since  1914. 
Mr.  Eastwood  has  had  considerable  experi- 
ence in  the  electrical  industry,  particularly 
in    the   controller  field. 


as 


<"t 


New  Advertising  Literature 


Atlas  Valve  Compan.r,  Newark,  N.  J.,  has 

recently  published  Junior  Catalogue  No.  21, 
describing  its  line  of  reducing  valves,  pump 
governors,  pressure  regulators,  etc. 

Wrsting^honse  Electric  *  Manufacturinr 
Company  announces  that  it  is  distributing 
a  publication,  the  title  of  which  is  "Lead- 
Base  Babbitt  Metal."  It  announces  the 
placing  on  the  market  of  lead  base  babbitt 
metal,  which  Is  the  result  of  many  years' 
use  of  this  material  by  Westinghouse.  Ap- 
proximately l.OOO.OOO  lb.  of  Westinghouse 
lead-base  babbitt  metal  was  made  and  used 
during  1920.  The  subjects  discussed  in  this 
publication  are  overheating,  bearing  design 
preliminary  machining  of  shells,  cleaning 
of  shells,  care  of  tinning  alloy,  tinning  of 
bronze  shells,  tinning  of  pipe  and  malleable 
iron  bearing  shells,  anchor  holes  in  case 
iron  bearing  shells,  care  of  the  babbitted 
metal,  cleaning  solutions  and  '  materials 
This  is  known  as  Folder   4.474. 


November  12,  1921 


Electric    Railway    Journal 


1» 


Peacock  was  Right! 

Long  ago  we  proclaimed  the  safety  car  to  be  some- 
thing new  in  the  way  of  ,i  braking  problem.  But  for 
many  year^  designers  failed  to  make  sufficient 
allowance  for  the  exceptionally  high  ratio  of  live 
passenger  load  to  car  weight. 

High  Braking  Power  is  Needed  for  Safety  Cars 

Now  the  air  brake  experts  have  reached  the  point  where 
they  design  for  a  braking  force  equal  to  140%  of  the  car's 
own  weight,  instead  of  the  old  90%  standard.  The  auxiliary 
hand  brake  should  be  equal  to  the  air  brake  in  power,  in 
order  that  in  time  of  need  it  may  prove  equal  to  the  emer- 
gency. 

THE  PEACOCK  STAFFLESS  BRAKE 
has  the  braking  power 

It  is  and  always  has  been,  a  high-power  hand  brake  designed 
especially  to  fill  the  bill  as  an  emergency  brake  on  the  safety 
car.  It  is  always  ready,  quick  in  action,  light  in  weight  and 
occupies  minimum  platform  space — less  than  any  other 
hand  brake  made.  It  is  familiar  equipment  to  the  expe- 
rienced motorman,  and  quickly  understood  by  the  beginner. 

National  Brake  Company, 

890  Ellicott  Square,  Buffalo,  N.  Y. 


20 


Elect Eic    Railway    Journal 


November  12,  1921 


m 


ixeLHveer'« 


115   BROADWAY,  NEW  YORK 

Detailed  Examinations  by  Experts 

BEPOKTS  FOB  FOTANCINO  COVBBING 

y>tli»tion  TnnioTcr 

OMta  BaMTTM  Bale* 

UTILITIES  INDUSTRIALS  SHIPPING 


STONE  &  WEBSTER 


Incoroorated 


EXAMINATIONS 


VALUATIONS 


REPORTS 
ON 
INDUSTRIAL  AND  PUBLIC  SERVICE  PROPERTIES 


NEW  YORK 


BOSTON 


CHICAGO 


SANDERSON   &  PORTER 

ENGINEERS 

REPORTS,  DESIGNS,  CONSTRUCTION,  MANAGEMENT 
HYDRO-ELECTRIC  DEVELOPMENTS 

RAILWAY,   LIGHT  and  POWER  PROPERTIES 

CHICAGO  NEW  YORK  SAN   FRANCISCO 


The  Arnold  Company 

ENGINEERS— CONSTRUCTORS 

ELECTRICAL— CIVIL— MECHANICAL 

105  South  La  Sail*  StrMt 

CHICAGO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER   POLYTECHNIC   INSTITUTE 

WORCESTER.   MASSACHUSETTS 


WALTER  JACKSON 

Corutdtant 

FARES,  BUSES,  MOTOR  TRUCKS 

More  revenue  from  more  riders 

143  Crary  Ave.,  Mt.  Vernon,  N.  Y. 


C.  E.  SMITH  &  CO. 

CtutstJting  Enginm*Tt 

2065-75  Reilwaj  Exchange  Bldg.,  SL  LouU,  Mo. 
CklMtKO  Kansas  City 

luTaMication*,  Appraisals,   Expert  Testimony,  Bridge 

and  Structural  Work,  Electrification,  Grade  Crossing 

Elimination,  Foundations,  Power  Plants 


HEMPHILL  &  WELLS 

CONSULTING    ENGINEERS 

Gardoer  F.  Wells        John  F.  Layng        Albert  W.  Hemphill 

APPRAISALS 

INVESTIGATIONS    COVERING 

Rsorttaization        Management        Operation        Construction 

43  Cedar  Street,  New  York  City 


THE  J.  G.  WHITE 
ENGINEERING  CORPORATION 

Engineers — Constructors 

Industrial    Plants,    Buildings,    Steam    Power    Plants,    Water 

Powers.  Gas  Plants,  Steam  and  Electric  Railroads. 

Transmission  Systems 

43  Exchange  Place,  New  York 


John  a.  Beeler 

OPERATING.  TRAFFIC  AND  RATE  INVESTIGATIONS 

SCHEDULES— CONSTRUCTION— VALUATIONS 

OPEIIATION- MANAGEMENT 

52  VANDERBILT  AVE..  NEW  YORK 


ENGELHARDT  W.  HOLST 

ConMulting  Engineer 

Appraisals,   Reports,   Rates,  Service   Investigation, 

Studies  on  Financial  and  Physical  Rehabilitation 

Reorganization,  Operation,  Management 

683  Atlantic  Ave.,  Boston,  Mass. 


ROBERT  M.  FEUSTEL 

CONSULTING  ENGINEER 

Rate,  Traffic  and  Reorganization 

Investigations 

Fort  Wayne,  Indiana 


E.W.  CLARK  &  CO.  MANAGEMENT  CORPORATION 

Engineers  *  *  n  ' 

Unit  Power  Plants  insure  low  power  coits 
Huntington  Bank  Bldg.,  Columbus,  Ohio 


Parsons,  Klapp,  Brinckerhoff  &  Douglas 

WK.  BAACL.AT  PAB80NS  H.  M.  BRINCKBBHOIT 

■DSBNK  KLAPP  W.  J.  DOUOLAS 

Engineers — Constructors — Managers 

Hydro-electric  Railway  Light  and  Industrial  Plants 

Appraisals  and  Reports 
CLXYKLANS  NKW  TOBK 

743  Baam  BUs.  84  Fine  St. 


L.E.GOUI^D 

Consultant    ancL    Specialist, 

E^nergy  Measurement 

For  Electric  Rail'ways 

trwestigsftions    -Tests  •  Rjecommendations 

Old,  Colony  Bldg.  Chicago 


The   Most   Successful   Men   in   the  Electric  Railway   In- 
dustry read  the 

ELECTRIC  RAILWAY  JOURNAL 

Every  Week 


November  12,  1921 


Electric    Railway    Journal 


21 


Bates   One- Piece  Steel  Poles 
with  Ornamental  Lighting 

This  installation  illustrates  one  of  the  possibilities  of  com- 
bining Artistic  Bates  Poles  with  ornamental  lighting  units. 

The  excessive  number  of  poles  required  where  trolley  con- 
ductors and  lighting  units  are  installed  on  separate  poles 
is  not  only  decidedly  inartistic,  but  is  also  a  needless  waste 
of   good   material.    Of   course,    it   is    necessary   that    an 


artistic  steel  pole  be  used  for  such  a  combination  of  pur- 
poses. 

The  series  lighting  conductor  is  run  from  pole  top  to  pole  top 
eliminating    the    use    of    expensive,    troublesome    under^;round 


cable. 


The  uie  of  Bates  Permanent  Steel  Poles  with 
ornamental  lights  represents  maximum  econ- 
omy and  the  utmost  in  art. 


xpanded 


•I  _       208  Soath  La  Salle  Street 

llrUSS^  CHICAGO,  ILLEiOIS 


B,  A    Hegeaan,  Jc.,  Pregident 
CharlM  C.  Caitle,  Flrit  Tin  I'mldtot     W.  C.  UnoilB,  Mir.  Stlgf  *  AisUiMrliis 
Hirold  A.  Hesemln,  Vice  Ptm.  and  Tnu.    Fred  C.  J.  DtuTsacrMirT 

National  Railway  Appliance  Co. 

50  East  42nd  St.,  New  York  City 

HMceman-Castle    Corporatlan  National  Bailwar  ADpliane*  C-o. 

343  So.  Dearborn  St..  Chicaro,  HI.  MtmBey  Bldff..  Washington.  D.  C. 

Nation^   Railway  Appliance  Co. 

Little  Bldcr..  Boston,  Mass. 

RAILWAY  SUPPLIES 

Tool    Steel    Gears    and    Pinions 
Anderson    Slack   Adjusters 
<Tenesco   Paint  Oils 
Danham  Hopper  Door  Devlee 
Feasible  Drop  Brake  Staffs 
Flaxllnum  Insulation 
Anirlo-Amei-ican      Varnishes, 

Paints.      Enamels,      Surfaeers, 

Shop   Cleaner 
Johnson  Fare  Boxes 


Drew  Line  Material  and  Railway 

Specialties 
Perry  Side  Bearings 
Hartman  Centering  Center  Plates 
Econom.v   Power  Saving  Meter 
H  &  W  Electric  Heaters 
Garland  Ventilators 
Pitt  Sanders 
National    Safety    Car    KQulpmenl 

Co's   One-Man   Safety   Cars 
Reversible  SUding   Trolley   Shoes 


—a  manufacturer 

in  Newark,  N.  J. 

—saved  $200 

buying  from  an  Indiana  dealer  in 

— second-hand  machinery 

through  his  advertising  in  the 

— searchlight  section 

It  pays 

to  rtad  the  Searchlight. 
It  pays 

to  advertise  in  the  Searchlight. 


005S 


DAY&ZIMMERMANN.Inc. 

SHGINEERS 

Design,    Construction 
'RfboHs,   valuations,   "Management 

NEW  YORK    PHILADELPHIA     Chicago 


JAMES    E.    ALLISON    &    GO. 

Consulting  Engineers 
Specializing  in  Utility  Rate  Cases  and 
Reports     to     Bankers     and     Investors 

1017  Olive  St.,  St.  Louis,  Mo. 


ENGEL  &  HEVENOR 

Incorporated 

TRACK 

Enginetra— Constructors — Maintenance 

Appreaaals — Valuation — Rehabilitation 

Steam  and  Electric  Railroads 

Estimates 

220  BROADWAY,  NEW  YORK 


THE  P.  EDWARD  WISH  SERVICE 

so  Church  St.  DETECTIVES  >31    State  St. 

NEW  YORK  street  Railway  Inspection  BOSTON 


When  writin(  the  advertiser  for  information  or 

prices,  a  mention  of  the  Electric  Railway 

Journal  would  be  appreciated. 


22 


Elbctric    Railway    Jovbnal 


November  12,  1921 


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Factors  Which  Govern  the  Proper 
Selection  of  Rail  Joints  in  Paved  Streets 


A  Typical  Thermit  Insert  Weld — ^Won't  Cut  in  Service  I 


4 — Conditions  Governing  the  Serviceability  of  Rail  Joints 


In  paved  street  railway  track, 
unlike  the  ordinary  so-called  elastic 
foundation  of  any  unpaved  track, 
rails  have  to  be  laid  on  a  rigid  foun- 
dation in  order  to  prevent  loosening 
of  the  pavement. 

In  the  case  of  any  rigid  foundation, 
it  has  been  shown  conclusively  that 
pounding  and  cupping  will  occur 
within  a  comparatively  short  time  if 


the  rails  are  merely  held  together  by 
means  of  fish  plates. 

This  is  why  practically  all  the 
street  railways  are  now  welding  their 
joints  by  one  or  more  of  the  welding 
methods  which  have  come  into  such 
common  use. 

Of  all  the  types  of  welded  joints, 
however,  the 


THERMIT  INSERT  RAIL  WELD 


is  the  only  practical  method  which 
absolutely  eliminates  the  joint  and 
thus  prevents  any  possibility  of  cup- 
ping.    The  other  systems  only  par- 


tially solve  the  problem  as  in  most 
cases  they  simply  weld  fish  plates  or 
splice  bars  to  the  rails. 


^ 


^ 


Let  us  know  the  section  number  of  the  rail  which  yoii 
wish  to  weld  so  that  we  can  ship  welding  material  suit- 
able for  the  purpose.  On  receipt  of  an  order  for  material 
and  apparatus,  we  will  send  an  expert  demonstrator 
to  instruct  your  men  so  that  you  can  carry  on  this  work 
yourselves. 

Send  for  our  latest  Rail  Welding  Pamphlet  3932. 


Metal  &  Thermit 

120  Broadway 


Corporation 

New  York 


M 


-d- 


^ 


IS! 
t 

t 


Pittsburgh 


Chicago 


Boston 


S.  San  Francisco 


Toronto 


November  12,  1921 


Electric    Railway    Journal 


2S 


T5mi^  Jlssured 
^ole  /lie 


% 


*p 


Ve^WGuava  nxeed 
Peneiraiion  Vrocess 


You  can  absolutely  depend  upon  the 
"P  &  H"  Guaranteed  Penetration 
Process  for  longest  pole  life. 

It  guarantees  a  uniform  half  inch 
penetration  of  the  preservative 
throughout  the  ground  line  area  of 
the  pole. 


Furthermore,  we  agree  by  written 
guarantee  to  refund  the  Butt'Treat- 
ing  price  on  any  pole  that  does  not 
show  the  guaranteed  half  inch  pene- 
tration. 

TAKE  NO  CHANCES 

Specify  the  "P  &  H"  Guaranteed 
Penetration  Process. 


We  can  furnish,  promptly,  treated  and 
untreated  Northern  White  and  West' 
ern  Red  Cedar  Poles — any  form  of 
Butt'Treatment — and  we  are  giving  to 
polc'Users  the  first  Guaranteed  Pene- 
tration Process  ever  offered  in  the  pole 
industry— the  "P  &  H" 


Send  for  a  copy  of  our  interesting  booklet. 
"Butt-Treating  Cedar  Poles  at  the  Page  6  Hill  Plant' 


PA.GE  ani>  HIIvL.  CO . 

VlIJSriV]^^^.F>OLrlB  ,  KdlNNT. 


Times  Bldg.,  New  York,  N.Y. 
1 1 11  Carter  Bldg.,  Houston.  Tex. 


7 1 7  Bryant  Bldg.,  Kansas  City,  Mo. 
31 1  Sumpter  Bldg.,  Dallas,  Tex. 


19S.  LaSalle.Chicagcra. 
1416  Starks  Bldg.,  Louisville,  fCy. 


24  Electric    Railway    Journal  November  12,  1921 

iiiiiimiimiiiiiiiiiiiiHiiitiiiiiiiiii iimimiiiiiiuiiiiiiiiiiiiiiiiiiiiiiimimimii iiiiu iiiiiiimmiimiiii iiiiiiiiiiiiiiiinniiiiiiiiiiiiiim iiiniiiiiiiiiiiiiiiiimiiiim iiiiiiiiimiimiimiiiiiiiiiiiii niiim imiimimiiiiniiiiiiiiiinmiiK 

"STANDARD"  I 


Steel  Tires 

Steel  Tired  Wheels 

Solid  Rolled  Steel  Wheels 

O.  H.  Steel  and  Malleable  Iron  Castings 

Solid  Forged  Gear  Blanks 

Steel  Forgings  Iron  Forgings 

Forged  and  Rolled  Steel 

Pipe  Flanges 

Ring  Dies 

Rings 

Roll  Shells  Steel  Springs 

^  O  y  "The  'Standcard'  Brand  on  your  material  ^  ^  ^ 

^4>^*<*^  is  an   assurance  of  eventual  economy."  M<^Ov^ 

BiMND  *^  BRAND 

STANDARD  STEEL  WORKS  CO. 

GENERAL  OFFICES 

500  NORTH  BROAD  ST.,  PHILADELPHIA,  PA. 

CHICAGO  RICHMOND  MONTEREY,  MEX. 

ST.  LOUIS  SAN  FRANCISCO  MEXICO  CITY 

HAVANA,  CUBA  NEW  YORK  LONDON,  ENGLAND 

^ST.  PAUL  HOUSTON  PARIS,  FRANCE 


kiiimiiiinHiimimiwiiHiiimimimiiiiiiuiimiimiiniiiniiiiiiiumiiiuimiiiiiiniim«uiuiiiimiiiiimiiiiiiiiiiiiniiiiiiniraiiiiniiiiniiiniii<"ii""ii"i"i"'"ii"ii>"iiniii"        niiiniiniiiiiiiiiiiiiniiiiiimiiii' 


iinimiimiiiiiiiriiiimimnimiiiiiiiiiiiiiiiamiiii 


November  12,  1921  Electric    Railway    Jourtjax  2S 


CONVINCING  GEAR  TESTS 

DEMONSTRATING  THE  ADVANTAGES  OF  USING 

GEARS  MADE  FROM  BLANKS  PRODUCED 

BY   THE    COMBINED    ROLLING   AND 

HYDRAULIC  FORGING  PROCESS 

THE  use  of  gears  made  from  blanks  produced  by  our  combined 
rolling  and  hydraulic  forging  process  is  an  advantage  from  many 
stand  points.  Longer  life  and  greater  economy  in  operating  costs 
are  assured  and,  what  is  more  important,  the  danger  of  breakage  is 
greatly  reduced.  The  mere  loss  of  a  gear  is  a  trifling  expense  com- 
pared to  the  loss  in  operating  revenue  and  good-will  when  a  break- 
down occurs  during  the  period  of  peak  load. 

Two  sets  of  tests  made  by  us  show  the  great  advantages  resulting 
from  the  use  of  gears  made  from  our  blanks. 

The  first  set  consisted  of  two  drop  tests,  one  on  a  cast  iron  gear, 
the  other  on  a  steel  gear  made  from  a  blank  produced  by  us.  The 
gears  were  exact  duplicates  except  as  to  material.  A  200  lb.  weight 
dropped  on  the  hub  k'om  a  height  of  six  feet  broke  the  cast  iron  gear 
in  four  pieces  at  the  first  blow.  Twenty  blows  on  the  steel  gear  from 
the  same  height  under  identically  the  same  conditions  resulted  in  a 
negligible  amount  of  deformation  with  absolutely  no  signs  of  breaking. 

A  companion  set  of  tests  was  made  to  determine  the  relative 
strength  of  the  teeth,  the  results  given  below  being  obtained.  The 
gears  were  duplicates  except  as  regards  material. 

BREAKING  STRENGTH  OF  TEETH 

Gear  Tested  1st  Test  2ncl  Test  Remarks 

Cast  Iron  7,515  lbs.  10,720  lbs.  Teeth  broke  without  bending 

Rolled  Steel,  not  treated  32,395  lbs.  34,310  lbs.  Teeth  bent  at  these  loads  but  did  not  break 

Rolled  Steel,  heat  treated  40,750  lbs.  42,600  lbs.  Teeth  broke 

Figures  such  as  the  above  are  convincing  arguments  for  the 
use  of  gears  made  from  blanks  produced  by  our  combined  rolling  and 
hydraulic  forging  process. 

Let  us  discuss  your  gear  problems. 

MiDVALE  Steel  and  Ordnance  Company 
^tr      Cambrl\  Steel  Company    i^s:" 

Chicago  -,  .  -^      _  San  Francisco 

Cincinnati  ^^    i    i     i   i    i  •      r«  ^'  l^e  City 

aeveland  Widener  Building  Philadelpnia,  Pa.  Seattle 

Detroit  St.  Louis 

Npw  Yfifir  1      SOLE  EXPORTER  OF       r^nMCTPPn  CONSOLIDATED  STCEL coRPOMTiON I  Washington  D  C 

i^eW      1  OrK  louR     COMMERCIAL      PWOOUCTS  t^Ull  J  I  E-W*.*  a»   ■BOA&WV.   Ng^    VOWW.U.l.*.         |  *V  rtiilU  IglUIl,  t.^.  V^, 


26 


Electric    Railway    Journal 


November  12,  1921 


LEAN,  /COMFORTABLE 


c^c 


USHIONS 


You  can  always  have  them  if  you  uphol- 
ster now  with 

QUALITY  RATTAN 

We  use  only  selected  imported  stock.  Weaving  and 
finishing  done  with  that  same  care  characteristic  of 
Quality  Shop  output.  Consequently  this  photograph 
of  an  average  sample, — not  a  selected  one — is  abso- 
lutely representative  of  the  product.  Order  now 
for  immediate  delivery  at  attractive  prices. 

St.  Louis  Car  Company 

St.  Louis,  Mo. 


^ 

s 


-!S em. 


A 


November  12,  1921 


Electric    Railway    Journal 


27 


nniiiiiiiniiiiiinimimiiimiiiniiiiiiiraiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiimiiitiiimimuiiiiiiiiiiiiiiimiiiiiiiimiuiiiiiiiiiiiiiiiiiiimii^     aiinniiiiiiiiiiuiiiiiiiiimiiiiiiiiiiiuiiiiiii 


IIIHIIIIimifllllilUlb 


X 


Hollowspun 

Concrete  Trolley 
Poles  Insulated 
at  East  Grand 
Blvd.,  Detroit, 
Michigan. 

Massey  Concrete 
Products  Corp. 

Chicagro     Pittsburgh     New  York 

Atlanta  Dallas  St.  Louis 

Salt  Lake  City 


Uanhole  Junction  Box  for  Underground 
Feeder  Circuit. 


I  ^HE  installation,  operation  and 
-'-  maintenance  of  underground  cable 
systems  are  greatly  simplified  by  the  use 
of  Standard  junction  boxes.  The  illus- 
tration shows  a  specially  designed  box 
for  trolley  feeder  service  which  makes 
possible  the  disconnecting  and  sectional- 
izing  of  the  different  parts  of  the  circuit 
while  alive  by  simply  opening  one  or 
more  quick-break  knife  switches.  This 
box  is  easily  and  quickly  connected  with 
the  cable  by  wiped  joints.  It  is  per- 
fectly waterproofed  when  installed. 

Standard  Underground  Gable  Go. 


Boston 

Washington 

Chicago 

SanPraneiBCO 

New  York 

Atlanta 

Salt  Lake  City 

Seattle 

Philadelpliia 

Detroit 

Minneapolis 

Los  Angelee 

Pittsburgh 

Kansas  City 

St.  Louis 

ipiiijiniuiiiiiniiiniMuuiniiiniMiiiiinuniiiM)iiiiuiMiiiniuiiiiniiiniiniMiiuiiiiMn[MniiniMUMiitiiutiiiiiiiiiiiiuiiiiiiiiiiiiuiiiii|^ 

ELRECO  TUBULAR  POLES     I 


i  For  Canada:    Standard  Underground  Cable  Co.  of  | 

=  Canada,  Limited,  Hamilton,  Ont.  f 

^iitiiriiiiiiiiiiiiiriiiiiiiiriiiriiiiiiiiiiiiiiiuiiiiiiiiiiiiiriiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiKiinmmiiiiiiiiiiiiiiiHijiif 

SiiiiiiiiiuiinMilliiuiiiiiiiiiiiiiiiiiiiiifiiiiiiiiiiiiiiniiiiiiiiiiiiiiMiiiii)itiiiiiti)iiiiiirtiiiiiiiiiriiiiiiiiiiiiiiiiniiiiii[iiiiiriiiiiiiiiiiiiiiiiii^ 

^AMELECTRIC  PRODUCTS  | 

^BARE  COPPER  WIRE  AND  CABLE    j 
TROLLEY   WIRE  i 


Tue  *wiae  lock 


«/   / 


WEATHERPROOF  WIRE 
AND  CABLE 


THE  CHAHreRCO  JOINT 


I  COMBINE  I 

I    Lowest  Cost  Lightest  Weight  | 

I     Least  Maintenance  Greatest  Adaptability  I 

I  Catalosr  complete  with  eneineerins  data  sent  on  request.  ^- 

I  ELECTRIC  RAILWAY  EQUIPMENT  CO.  I 

I  CINCINNATI,  OHIO  | 

I  New   York   City.   30   Church   Street  | 

Sinii;mmmiinmirmiriiiiiniitiiinriiiriiii)iiitriiiiiiiiiiiiitiiiiiii[[iiiriiiiiniriiitiiiiiiniiiiiiiiriiiiiiiniiiiiiiimiiiiimimiiiiri:miiiif 

^'iiniiiiiiiiiitiiiiiii;ittiiii[iiiiiriiitt iiiiiiiiiiiiiiiiiiiiiriiitniiriiiiiiiiiMiiriiirtiiinirriiiiiiniiitiiiiiiiitiiiirllltllllrlliiiiiriiiitiiniinib 

Chapman 

I  Automatic  Signals 

f  Gharles  N.  Wood  Go.,  Boston 

^"■■■oiiDi MiimiifriH riiiuiitirMitmirriiiriiirrniiiiiimirmitiiii i lUiiHiiiirniriiiiiiiiMimimiiiriiiiMiifMiiiiiiiT 

gimiiiiiiiiiiiiiiiiiiiniiiniiiniiiniHiiiHMiiMiniiiiiMiniMiiMiitMiniinMiuiiniMiniinrinnriiiiiiiiiiiiiriniiiniiitriiiiriiiiiiiiiiiiiiiiiir 

I     AETNA  INSULATION  LINE  MATERIAL     f 

I  Third  Rail  Insulators,  Trolley  Bases.  Harps  and  Wheels,  Bronze  i 
S  and  Malleable  Iron  Progs.  Crossings.  Section  Insulators,  Section  S 
=         Switches.  = 

Albert  &  J.  M.  Anderson  Mfg.  Co.           CSt  | 

•389-03  A  Street,                    Boston,   Mass,  — /^^  I 

Established   1877                            jjfB\  = 

_              Branches — New  York,  135  B'way,    Phila-^RiJBP^  3 

tdelphia.  429  Real  Estate  Trust  Bldg,  Chicago.  103  So.  Dearborn  St.  | 

London,  48  Milton  Street  § 

imiiimiimiiiiiiiiiimiimiiiiifiimiimimiiimiiitiiiumirni niiiriiiiiiiiiiiiiiriiiiiimimiimiiiiiiiiiiiiiiiii niiiiiiiniiiia 


i     B«.  u.  8.  Ftt.  oae.                   PAPER    INSULATED 
i    Calvanlxed  Iran  and  Steel     UNDERGROUND   CABLE 
i  Wire   and    Strand  


I    Incandescent   Lamp    Cord 


MAGNET   WIRE 


i-e-: 


i  AMERICAN  ELECTRICAL  WORKS  | 

I  PHILLIPSDALE,  R.  I.  | 

I    Bottm.    ir«    rtdtnl;    OhlMC*.    lit    W.    k4Mm»-,    CladnnaU.    TntlUn   Blig.:      £ 
I    N«w  York.  SSI  B'wht:   8ui  rnnclBW.   lit  ■•mrd;  8<attl<.   Itl   lit  An.   80.      1 

s  i 

^iiiiiiiiriiiiinrtiiirMiiiiiiriiiniii»Miiiiiiiiiiii[iiiiiiiiiiiiiiiiiiiriiniiiiiiiiiiitriiiiiitiiiiiiiiiiiiiMiiiiri)<ttiiiiiiiiniiiiitiiiiiHiiiiiiintiiiii 

siiituimiiiiiiiiiiiiiiiiiiiininiiiiiiiiiiiiiiMiifiiiniiiiiMHHMiniiiiuiiiiniiiniiHiiiiiHMiiiMimiiiniiiiiiiiiiiiiiiniimiiimiiiiiiniiiiiiri: 

£  £ 

I  Peirce  Forged  Steel  Pins  | 

I    with  Drawn  Separable  Thimbles    I 

i  Your  best  insurance  against  insulator  breakage  | 

I  Hubbard  &  Gompany  i 

I  PITTSBURGH,  PA.  | 

^iiimiimiiiiiiMiiiiMiiiiiiiiiiiiiiMiiiiiiiniiiiiMinMiniiMiriiiiiiiii<iriiiiiiiMiMiiiiiiiiiiiiiiiiiiiniiitriimiMHiimiiiiiHMiiiitiiimiiiii^ 
aftiiiiliiiiriiiii.(uill)riiiitMiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiii*'iiitiiiiiiiiiiiiiiiMiitiiiiiiiiiiiiiiiiiiticiiiiiitiiiti!iiiMiiiiiiiiilirnttil)j 

I      Nelsonville  Filler  and  Stretcher  Brick      | 
I  for  T  Rails  | 

I  Makes  permanent,   light,  level  pavement  | 

§  with  a  minimum  of  paving  repairs.  1 

I  The  Nelsonville  Brick  Co. 

I  Columbus,  Ohio 

fiimiiitiiilmuiHiiiiiinHmmiiiiMinMiiiiHiiimiiiiiiiiiiiiimiimiiiiniiniiiinmmmiiiiiiimtiHniiiiimiitiiiliiiiiiimilHliltit 


2&  ElectricRailwayJournal  November  12,  1921 

mimiiiniimiiiiHiiiitiiiiiimiiiiiimiimiiimimimiMmMiiitiiHiiiHiiinnmHiuiiiiiiiiiiiiiiiiiiiimiiiiim^  HiimMiiinrHiiiiiniinrHiiiiiiiimiinriiiiiiHiiiiiiiiiiiiiiimmiiiiiiiiiiiiiwiMimiiiiiiiiiHiHiimtmiiiiimmiiiiHimiii^ 


American 
Rail  Bonds 


CROWN 

UNITED  STATES 
TWIN  TERMINAL 
SOLDERED 
TRIPLEX 

Arc  Weld  and  Flame  Weld 

Send  for  new 
Rail  Bond  book 


American  Steel  &  Wire 
Sewyork  Company 


iiimiirMiiriiiiintMitriiiMiiriirriiiiiiiniirMitiiiiriitiHtiiiiiMitMitriitttitiiirtiiiiMriuiiiiirMiiiiirriiriitiMiiiiiiiiiiiiiirriitiiniiiitrM 
[iiiii»iiiiiHumiiniiiiiiniimiiuiniiiimiLinmiiiiiimiiiiiiiiiinitiiiiimiiiiiii»»»iiniiiminim||fiiiiiiniiiiiiiiiiiii 


^iiinriuiiinnimiiininiiinriiiiimimiimiinimiiinmninmminiimiininiiiiniminiiinnmimiiniimmiiiiiiniiniiniimi^ 

ttininriiimmiinMiiniiiiiuiumuiiuMimiiinimirinmniniiiimiiiinmiiiiiiniiMiiiniiiiitiimiiMHMUimmiuiimuiinMmimiiiii^^ 


I  High-Grade  Track 
Work 

I  SWITCHES— MATES— FROGS— CROSSINGS 

I  COMPLETE  LAYOUTS 

I  IMPROVED  ANTI-KICK  BIG-HEEL  SWITCHES 

I  HARD  CENTER  AND  MANGANESE 

I  CONSTRUCnON 

I        New  York  Switch  &  Crossing  Co. 

I  Hoboken,  N.  J.  | 

•^iiiiiiiilliiiiiiiiiiiiiiiitiiiiiiiiiiniliiiniitiiitiiiitiiitiiiniiniiitiiiuiiitiiiiiiiitiiiiiiiiuiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiniiitiuillliiHiie 
SiiimiiiiiiniiiiiiiiiiiiiiiiiiiHiiiuiiitiiitiiiiiiiniiiiiiiiiiiMiiHiiiiiiiniiiiiiiHiimiiiiiiiiiiiiiiiiiiiimimiiiitiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiic 

RICO      I 

CONOMICAL  I 
FFICIENT 
RAIL  BONDS 

THE    ELECTRIC   RAILWAY    IMPROVEMENT   CO.       | 
I  CLEVELAND,  OHIO  | 

'.iiiiiiiiitiiiiiiitiiiiiiii<iiiiiiiiiMiiiii)ii(iiiiiiiittiriiiiiiiiitiiMiiiiiiiiHii)i<iiiiitiiiiiiiiMiiirtiiiiiiiriiiiiiiiiii[iiiriiitiiiiiiMiii)iiriiirriiw 

[iimuiririiiiiuirftiiniiiiiririiiirriiiiiiiiriiiriiiiitiiirriiiiiriiiiiiiiii>r)iiiitiiiiitiiiriiitirtiiittiiiiitiittiiiitiitiitttiiiiiiiiiiiiiiimiiiiiiiiiiiu 

U.  S.  Electric  Contact  Signals  | 
for 

Single-ttack  block-signal  protection 
Double-track   spacing   and   desu-ance   signals 
Protection  at  intersections  with  wyes 
Proceed  signals  in  street  reconstruction  work 

United  States  Electric  Signal  Co^ 

West  Newton,  Mass. 

ililniiiMitiiiililliiiilillliirtiinillirillllliiinilltllinuiiiiiiliiiiirrniiriiiriiiiiriiiiittiitttiliirttniirMliiriinilllimiiiiiiiiiltilJlilllllliiri 


'^     SuiniiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiniiuMtiiiiitnriiniititiiiiiiiiriiirmtimirriirriiirrnnittirifffitiiiiiiiitiitiiiriiiiiiiiiiDiiiniiriiiiiiiiiiHi^ 


FLOOD  CITY  IIOopperClad^eelComw^ny 

^       ^^^   ^"^^     ^"^  •^  ^»^^     ^  ^  =      i  OFFICE  AND  WORKS.  ■'5S!i'lwESrERN  SALES  REPRESENTATIVES; 


I  Rail  Bonds  and  Trolley  Line  Specialties  | 

I         Flood  City  Mfg.  Co.,   Johnstown,  Pa.         | 

^iiiiiuiillMililiiliiiiMiiliitMiniiniiniiiiiinMiniiniiniiiiiiniiiiiiiiiiiiiiiniiiitiiniiiiiiiniiiriiiiiiililiniilillllllHIIllillllllltillllimuc 
aimiiiiiimiiiiiiiiiiiiiiitiiuiiiiiiiiiiniiniiiiiiiiiiiiriiniiiiiiiiiiiiiiiitiiniiiiiiiiiiiuiiiiMiniiuiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiH: 

I  Transmission  Line  and  Special  Crossing  | 
I  Structures,  Catenary  Bridges  | 


RANKIN.  PA.    BRADDOCKPO.  ^^FSTEELSALESC0RP0RAT10N.CHICA60.IU;   | 
I  NEW  YORK  SALES  OFFICE!  30  CHURCH  STREET.  NEW  YORK  CITY  | 

I    COPPERWELD  Wire— made  by  the  Molten  Welding  Prtteit    | 

I  Bare — Weatherproof — Strand — Twisted  Pair — Nails  | 

i^luniltlliniinHiiriiiriliriiuiilllllniiiiriiiniiniililllHiliniiiiiiiiiiiirriiiiiiiiiinMiniiiiiriiiiriitiiiiititiiiiiiiiiililillllnliiniljiiiiiiin 
ttiilliliiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiililiiiMluiiiiiiiiiiiiitiiuriiniiiitiiiiiiiiuiiitiiiiiiiiiiiiitinniiiiiiiriiinititiiniiiij^ 


WRITE  FOR  OUR  NEW  DESCRIPTIVE  CATALOG 

ARCHBOLD-BRADY  CO. 


ROEBLIND 


i    Engineers  and  Contractors  SYRACUSE,  N.  1 

^llllilililiiiiiiiiiltHiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiriiiiiiiliimillllllillluiiiiiiniiiliiiiiiniiliiiiiiiiniiiiiiitiiiiriiiiiiiiiiiiiiiitiiilHitiif: 


Wire  Rope  | 
and  Wire   | 

Electrical        i 

WIRES  and   \ 

CABLES     I 

I     I  JOHN  A.  ROEBLING'S  SONS  COMPANY,  Trenton.  N.  J.    | 

filllilliniiilllllinilliiiuiiiiiiililliiiiiiiiiiiiMiniiiiiMiiiiiuiiiiiiiiiiiiiiiiiiMUMiiiiiiiiiiiiiMiiriiililiiiiiniHiiiitiiiuiiiiMliMlllliiniiiiriS 


HUUliiiiillilttlHiliniiiliiniitiiiHliitiitiiiiniiijiliiiiluilitlutiiiuiiaiiniiniiimimiiliillltiiiiimmiiuuiuiiinHiiiililliiiHiiiiiiniur^      »iiiniiiiiiiiiiilllliniiilitiiliriiiiiiiiriiiiiiiniiniiilMHliiilliniilltliiniiiniiillllillliiitriiinniitriiininiiiiitlliiiiiiiillliillltiiiniiniilll^ 


NATIONAL  I 


TUBULAR  STEEL  POLES 

The  Recogp/xecl  Stanc/ard 
HirE/ecfr/c  Rat/tvaij  Purooses 
Ath  for  "NATIONAL"  Bulletin  No.  14. 
i    NATIONAL  TUBE  COMPANY  PITTSBURGH,  PA. 


■wC      ni 


I      AUTOMATIC  SIGNALS 

I  Highway  Crossing  Bells 

I  Headway  Recorders 

I    NACHOD  SIGNAL  COMPANY,   INC. 
I  LOUISVILLE,  KY. 

niiiuiuiimtiimiimmiumminttullimiil Himiiilllim iifiiiiiiimiHliiiiliiiiilimHlimiuimilil iiililiiittilllllllliiiuuin 


November  12,  1921 


Electeic    Railway    Journal 


29 


^tmiiumimiiimiiniiiiiiimnmiimniHiirinminmiiniiitiiimMmiimiiniiiniiimiiiuiiiiiiimimiiiiiiiiiiiiHmimiiiitiiiiin 


iiimiiiiiiiiiiiiimimiiiiiiiiiiiiiiiHiiiiiimiiiiiiiiiiiiiiiiiiiiiimiiiiiiitiiiiiiiiiMiimiiHiiimiiMiiiiiiiiii:  ' 


THE  BABCOCK  &  WILCOX  COMPANY 

85  Liberty  Street,  New  York 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 

Boston,  49  Federal  Street 

PHiLADKLPHlA,  North  American  Building 

Pittsburgh,  Farmers  Deposit  Bnuk  Building: 

Cleveland,  Guardian  Building 

Chicago,  Marquette  Building 

Cincinnati,  Traction  Building 

Atlanta.  Candler  Building 

TrcsON.  Ariz.,  21  So.  Stone  Avenue 

Fort  Worth,  Tex..  Flatiron  Building 

Honolulu,  H.  T.,  Castle  &  Cooke  Building 


WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers      since      1893 

BRANCH  OFFICES 

Detroit.  Ford  Building  [ 

New  Orleans.  521-5  Baronne  Street 

Houston,  Texas,  Southern  Pacific  Buildine 

Denver,  435  Seventeenth  Street 

Salt  I.ake  City,  705  6  Keanis  Building 

San  Francisco.  Sheldon  Building 

Los  Angeles.  404-6  Central  Building 

Seattle,  L.  C.  Smith  Building 

Havana,  Cuba,  Calle  de  Aguiar  104 

San  Juan,  Porto  Rico,  Royal  Bank  Building 


iimiiiMiiiiiMiiriiniiiniiiniiimiiiiiiiniiiiiiiinMiiinniiHTimiiiiriiuriiuMiiiinMiiiiiiiMinMiiMniiinMnMiiriiiitliiiMniiiiiiiiiriininitMiMiiiiiiniiiuiiHiiiiiiiiniiinMiiriiitniiinMiniiiinMiiiMiiii^ 
iniiiiiiiiiiiiijiiiiihiii.iiiiiiiiJiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuMiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriijiiiiii';     9iiriiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiijiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiuiiiiniiiiiiiiiiiiiiiiiiiiiiriiiiiMiiiiiiiiniiuiiiiiK 


BARBOUR-STOCKWELL  CO. 

205  Broadway,  Cambridgeport,  Mass. 
Established   1858 


Manufacturers   of 

Special  Work  for  Street  Railways 

Frogs,  Crossings,  Switches  and  Mates 

Turnouts  and  Cross  Connections 

Kerwin  Portable  Crossovers 

BalkwiU  Articulated  Cast  Manganese   Crossings 


i  Wm  Wh  ARTONjR.fiwCa,  IncEasfoni^ 

(Sulj.;<J^ry  of  Taylor- Wliarton  Iron  &  Steel  Co..  Hi^K  Briage.  N.  J.) 

ORIGINATORS  OF 

JwfANGANESE  STEEL  IN  TRACKWORK 

^iiiiiiiiirMiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiitiiitiiiiimiiiiiKiiiiiiiii [iiiiiiiiiiitiiiitiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiriiiiiiiiiiiiiiiiiitr:      ^iiiiiiinrinuiiiiiiiniiiiiitiiiiininiiinitniiinnitiiuiiiniiuiiinMiinMiiiiiiiiiiiiiiHiiiiiiiiiiiiiitiiiiitiiiiiuiiiiiiiiirMiiriniiirtiiiriiiiMc 

mimiiHiiiiiiiiniiiiiiiHiLiniriiiMihiiiuiiHUHMiuniiuiiniiiuiiiiiMiiiiiiniiiiiiuiiiiiiiiiiiiiiiitiiiiiiiiitiiiiiiuiiuiiiiiiiiiiiiiiiiiiiiiiii'-      aniMiuiiiriiiiMUiiiiiiiitiiniiiiiiiiiiiiriiniiiiriiiiiinriiiiiiniiiiitiiiitiiiiiiiiiriiiiriiiniiiiiiiniiiitriiiiitiiiiiriiitiriimiiiiiiiiiiiiiirtriiif^ 

"  I^.^^iJt^:.^I^^IF^O>  1 1 RWB  DYNAMOTORS I 


ESTIMATES  PROMPTLY  FURNISHED 


S  PECI AL  TRACKWOIIK 

Of  the  vuell-knoiun  WHARTON  Superior- Designs  j 
o'/?^/ Construction^ 


Steel  Castings  Forcings 

CONVERTER  AND  DROP.  HAMMER 

ELECTRIC  AND  PRESS 


GasCylinders 

seamllss   'x. 

STEEU  '     -; 


^ 


vT        = 


Automatic  Safety  and  Automatic  Return  Switch  Stands  for  Pass-  = 
in^  Sidingrs.  Tee  Rail  Special  Work  for  Interurban  Lines  and  i 
Private   Rights   of   Way.      Man^nese   Coiutmction  a   Specialty.        I 

Plants  at  HUlbum.N.YandNia^raFalls.N.Y.  New  York  Ortice,  3O  Church  Street 

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I  BAKEUTE-DILECTO  | 

i  The  fields   of  usefulness  for  Bakelite-Dilecto   are  many   and  rarled  because  of  = 

s  its   superior   merit   over   materials   iieretofore  available   in   sheeta,    tubes  or  rods.  = 

5  The    exceptional   qualities    of    Bakelite-Dilecto    are    satisfying    electric   railways  § 

1  all  over  the  country.     Investigate.  = 

I  The  Continental  Fibre  Co.,  Newark,  Delaware  | 

§                                                     Braoch  Offices:       i 

S  CHICAGO,   332   S.  Michigan   Ave.                                 NEW  TOBK.  233  BroadwiJ  S 

i  Pltt^urgh  Office,  301  Fifth  Ave.        San  Francisco  OCQce,  iii   Market  St.  = 

g  Los  Angeles  Office.    411    3.  Main  St.  5 

i  CANADIAN  OFFICE;  8D  Wellington  St.  W..  Toronto,  Ont.  = 
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FOR  = 

CARBON  ARC  RAIL  JOINT  WELDING  | 

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CARBON  and  METALLIC  ARC  GENERAL  WELDING    | 

I    I   Rail  Welding  and  Bonding  Co.,  Cleveland,  O.  | 

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SPECIFY 


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WM.B.SCAIFE&  SONS  CD.PITT5BUREH.PA 


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THE  TERRY 


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;  A  vaua 


For  Driving  Your  Auxiliaries  | 

TERRY  STEAM  TURBINE  CO.  | 

Hartford*  Conn  p 

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I  Electrical  Machinery,  Steam  Turbinei,  Steam  Engine*,  | 
I  Condensers,  Gas  and  Oil  Engines,  Air  Compressors,  | 
I    Air  Brakes.  | 

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